Haulage Permits and Trailer Registration Bill [Lords]

Robert Goodwill Excerpts

2nd reading: House of Commons & Money resolution: House of Commons & Programme motion: House of Commons
Monday 14th May 2018 Commons Chamber

[Chris Grayling]

We worked on this carefully. The important thing to say is that this is not in any way related to broader discussions about border matters. We are aware that some hauliers travel from Belfast to Dublin to Holyhead to deliver their goods within the UK—we are talking about a UK business delivering its produce within the UK—so this provision is simply designed to ensure that that will not be impeded in any way by the regulatory system. I will say a bit more about that later in my remarks, but we want to ensure that nothing can undermine the integrity of the UK and people who travel from point A to point B within it. That is very important to me.

The final details of the scheme will, of course, depend on the agreements that we reach, and the Bill allows for that. It creates flexibility and allows us to make regulations on the allocation of permits to best meet the needs of the economy. Guidance on the allocation process will be issued to hauliers.

This aspect of the Bill also allows the Government to charge fees in relation to applications for permits and the grant of permits. I stress that our aim is purely to set those fees on a cost-recovery basis so that we minimise the impact on hauliers; this is not designed to be a revenue-raising mechanism. The system is simply designed to cover its own costs, and the amounts involved will be relatively small for anyone seeking a permit. The fees will recover only the day-to-day cost of administering the scheme. The set-up costs of the scheme are being funded as part of a £75.8 million grant from the Treasury to the Department for Transport as part of our preparations for all the different Brexit scenarios.

The Bill provides for the first set of regulations made under clauses 1 and 2 to be subject to the affirmative procedure, which means that the House will be able to scrutinise the new permitting system fully and properly. The first regulations will set out the overarching framework that will be used for the provision of permits under any future agreements. As I have outlined, we are confident that we can maintain our existing liberalised access with the EU, but the Bill will help to cater for any possible future permit arrangement with the EU.

On timing, we plan to have the system for a permit scheme ready by the end of the year. It is important that we make sure that we are prepared for all eventualities. Any applications for permits after the relevant regulations are in force will be dealt with under this system. The first regulations made under clauses 1 and 2 will cover the permits required under existing international agreements, including provisions relating to Armenia and Ukraine. If we then agree a permit-based arrangement with the EU, we will make further changes to the regulations to cover the agreement reached. In the unlikely scenario that we end up with a restricted number of permits to the EU as part of a future relationship, we have committed to providing a report to Parliament. That report must assess the effects of such restrictions on the UK haulage industry during that year. That assessment is, of course, vital, but I reiterate that this is about a flow that is more inward than outward, both in goods terms and in haulage terms, so I remain confident that we will reach a sensible agreement for the future. The permit scheme is necessary to make sure that trucks have their equivalent of the international driving licence to cross borders. I will not allow us to get into a position in which the industry does not have the administrative basis to take its business forward in all eventualities.

Before I move on to part 2 of the Bill, let me touch briefly on the 1968 Vienna convention on road traffic, which the UK signed 50 years ago and which the Government have recently ratified. The convention will come into force here before 29 March 2019. It was introduced by the United Nations to enable international road travel and to increase safety by establishing common rules for roads around the world. It builds on the earlier 1949 Geneva convention on road traffic and, indeed, the 1926 Paris convention, which was the first in this policy area and which the UK has already ratified. Why does it matter? Because we need to make sure not only that trucks can come across borders, but that we are able to line up with the rules in other countries, such as Germany, on trailer registration.

The second part of the Bill gives the Government powers to establish a trailer registration scheme to meet the standards in the 1968 Vienna convention. Many EU countries have similar schemes. It will mean that UK operators will be able to register trailers before entering countries that require trailer registration for travel on their roads. By trailers, I mean not the trailer on the back of a car that carries a tent, but full HGV trailers that cross borders to carry goods from point A to point B. The Bill will allow us to set the scope of such a scheme’s coverage.

The detail will be set out in regulations, but our intention is to require only users travelling abroad to register their trailers. It is not UK-only, but purely about those travelling internationally. Only commercial trailers weighing more than 750 kg and all trailers weighing more than 3.5 tonnes will need to be registered. As was clearly set out in the other House, the duty to register will apply almost exclusively to international hauliers. Virtually all private-use trailers, such as caravans and horse trailers, will not fall within the scope of mandatory registration, because it is rare that trailers of that kind weigh more than 3.5 tonnes.

We will consult on the scope of the trailer registration scheme over the next few months, and we will try to make sure that we are in good shape later this year to put in place the right scheme, depending on the nature of our agreements and what is required to ensure the smooth flow of trade across borders. We plan to recover the costs of running the scheme by charging fees, which we expect to be lower than those currently set out for the registration of motor vehicles. It is of course important that the new arrangements are complied with; if they are not, we will apply existing penalties to those who transgress.

[Mr Robert Goodwill (Scarborough and Whitby) (Con)]

Many hauliers hire trailers for specific uses. If trailers are used predominantly in the UK, they obviously will not be registered. What sort of timescale does the Secretary of State think would be reasonable for registering a trailer before it embarks on an international journey?

[Chris Grayling]

In all this, we will want the process to be as rapid as possible. There will inevitably be a surge at the start when hauliers look to register trailers that will be used internationally, but my hope is that once that initial surge is over, it will be possible to carry out the registration very quickly when there is a change of circumstance. We do not expect to have a system that is so expensive that it deters somebody who wants to register a trailer in case it is used internationally. We want to ensure that there is only a small cost to businesses. Many people will want to register their trailers in case what my right hon. Friend highlights happens.

We listened carefully to the debate in the other place and we are working on a report on trailer safety, which is a policy area in which proper analysis will be beneficial and will help safety on our roads. Off the back of the report, we will be able to offer a clear and comprehensive analysis of the complex issue of trailer safety and towing-related accidents. That was a constructive element that came out of the debate in the other place, and we will certainly engage with it.

On the question of the island of Ireland, the Bill covers the whole United Kingdom, other than two provisions that amend legislation in Great Britain and Northern Ireland respectively. Road haulage policy and trailer registration are devolved in Northern Ireland, but not in Scotland and Wales. We have been working with all the devolved Administrations as the Bill has developed. With regard to the Republic of Ireland and Northern Ireland, the Bill supports the commitments made in the December 2017 joint report to avoid a hard land border. This is an enabling Bill, and the Government will preserve the constitutional and economic integrity of the United Kingdom.

The Government are committed to ensuring that trade and everyday movements over the land border continue as they do now. The Bill does not create a permit regime in relation to the Republic of Ireland and Northern Ireland, nor does it create a hard border between them. It means that trailers travelling only between the UK and Ireland will not need to be registered. It also avoids the situation that I described earlier in which someone who chooses to go via Dublin to come over to the UK finds themselves needing a permit even if they are moving purely within the United Kingdom. I can confirm that the Bill will not impact on border arrangements and that there will not be, as a result, any new transport-related checks at our borders.

--- Later in debate ---

[Andy McDonald]

If the Secretary of State had looked at the papers over the weekend, he would have seen exactly why. A lot of people are making their plans to get out of the UK if necessary. That is exactly what has happened. He is playing with fire on this, and he really should wake up and smell the coffee.

The Government have done little to help the road haulage industry. They have made a complete and utter dog’s breakfast of contingency planning for the M20 motorway. A lorry park off the motorway has been desperately needed to help alleviate problems during Operation Stack, and it is all the more needed ahead of Brexit next March. Yet the Department for Transport failed properly to undertake the critically important environmental risk assessment before the planning process for the £250 million project and had to scrap it last September. This incompetence will have disastrous consequences. If this Government cannot successfully plan how to build a lorry park in Kent, how do they expect anyone to believe that they are capable of introducing an alternative haulage permit scheme?

[Mr Goodwill]

The hon. Gentleman says, rather surprisingly, that this Government have done nothing for the road haulage industry. Is he not aware that the HGV levy brought in to level the playing field between foreign and UK hauliers brought in £96 million in the first two years after it was introduced in 2014, and that the previous coalition Government increased the speed limit on single-carriageway roads from 40 mph to 50 mph, which made a great contribution to improving logistical efficiency?

[Andy McDonald]

If the right hon. Gentleman had had the pleasure of listening to the Road Haulage Association last week, and the FTA as well, he would probably agree with me that they are not exactly overjoyed by the prospect of the uncertainty that is facing them. A lot of these companies are small companies working on very small margins. He raised the issue of costs that are now going to be put on to those companies. He should be worrying about how that is going to impact on them.

[Mr Goodwill]

Will the hon. Gentleman give way?

[Andy McDonald]

No. I am not trying to be rude, but I need to make progress. I have taken a lot of interventions.

The ongoing supply of labour is a huge concern for the road haulage industry. The average age of an HGV driver is now 55 and only 2% of the workforce is under 25. The industry is enormously reliant on the 60,000 non-UK EU nationals and any restriction on the supply of skilled workers will undoubtedly have a negative impact.

Ministers urgently need to reassure the road haulage industry that Brexit will not result in more delays at borders as well as that it will not have to bear additional red tape and costs. The Government need urgently to provide clarity about customs, borders and future regulations, about which there are real and deep concerns. Ministers continually argue that economic self-interest will mean that things naturally gravitate towards protecting British business. That is a naive and irresponsible view that is already damaging UK industry.

I pay tribute to the noble Lords, whose work has improved the Bill. The Delegated Powers and Regulatory Reform Committee in the Lords described the Bill as

“wholly skeletal, more of a mission statement than legislation”,

said that the Committee was

“in the dark because the devil will be in the regulatory detail”,

and urged the Government to provide

“illustrative examples…of at least some of the regulations to be made under the main delegated powers in the Bill”.

As the future relationship is a matter for the Brexit negotiations, this is an enabling Bill that contains little detail and grants the Secretary of State significant powers. The fact that so few details are on the face of the Bill also speaks to the lack of strategy and progress in the Government’s approach to exiting the European Union. The Secretary of State should of course have the powers needed to mitigate the damage to the UK haulage sector caused by a failure to retain current arrangements, but those powers should not be excessive. For example, an argument has been made in favour of a sunset clause so that the powers do not remain on the statute book ad infinitum.

Following pressure in the other place, concessions were made. I am glad that clauses 1, 2, 12 and 17 will be subject to the affirmative procedure, taking account of the recommendations of the Delegated Powers and Regulatory Reform Committee to the effect that regulations made under certain clauses should be subject to a vote of both Houses. I am pleased that the Government tabled an amendment introducing a new reporting requirement, requiring the Secretary of State to lay a report before Parliament annually that assesses the effect on the UK haulage industry of any restrictions that apply to a permit scheme agreed with one or more EU member states. The impact of a future permit scheme has the potential to be far reaching with many unintended consequences, so it is right that the Secretary of State should report to Parliament.

In the light of the Government’s abysmal failure on road safety, which has seen the number of specialised road traffic police plummet while the number killed and seriously injured on our roads rises year on year, I urge the Secretary of State not to attempt to remove Labour’s amendment on trailer safety. The amendment is eminently reasonable, and requires the Government to assess evidence on the incidence of trailer-related road accidents and, only if the evidence justifies action, for a new MOT-style mandatory safety standards testing scheme to be created.

I note that when it was introduced in the other place the Bill would have allowed for permits to be allocated on a first come, first served basis or through a lottery, creating a situation where companies would be left queuing overnight or waiting with their fingers crossed that their company’s name would be pulled out of a hat. I am glad that, after criticism from the noble Lord Tunnicliffe, this was changed.

In Committee, Labour will continue to identify any further unintended consequences of the Bill, and will look to strengthen the accountability to Parliament and restrict the powers granted to the Secretary of State where necessary. Labour believes that getting the right deal for transport and its networks must be the highest priority for the Brexit negotiations. Nothing less than the future of the country is at stake. Only Labour’s clear policy of a customs union with the EU can ensure that trade can flow and grow. The Government should put country before party and provide the same.

[Mr Robert Goodwill (Scarborough and Whitby) (Con)]

I am slightly astonished at some of the points that the hon. Member for Middlesbrough (Andy McDonald) made on behalf of the Opposition. I know him well—we often travel down on the train from the north-east together—but he has spent most of the past quarter of an hour attacking the Government for implementing the decision made by 65.5% of the voters in Middlesbrough, and by over 60% of people in Cleveland as a whole, to leave the European Union.

[Andy McDonald]

Does the right hon. Gentleman not agree with me that the voters did not vote to be worse off?

[Mr Goodwill]

The hon. Gentleman has fallen into the other trap that many Labour colleagues fall into, which is arguing that the people were too stupid to understand what they were voting for. They knew precisely what they were voting for. They knew it would be tough, but they put the interests of the country before short-term economic advantage. I believe that the Government are negotiating to get the best deal for Britain and one that will be to the long-term benefit of our country.

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

Does my right hon. Friend share my surprise at hearing the hon. Member for Middlesbrough (Andy McDonald) say that any attempt to restrict the supply of workers coming in from the EU would be resisted? Labour Members’ support for a customs union and their not wanting any restriction on the freedom of movement of workers shows that they are in denial about leaving the European Union.

[Mr Goodwill]

My hon. Friend has correctly identified that Labour Members are all over the place on this subject. There was no shortage of “Project Fear” in debates during the referendum campaign—people knew they were voting for something that would be very tough for this country—but, by and large, they voted because they understood the facts. I turn again to the point that Labour colleagues often make, which is that people did not know what they were voting for. Yes, they did: they were intelligent enough to understand the arguments, and to say otherwise is to insult the many people in Yorkshire and the north-east who voted to leave the European Union.

[John Redwood]

Did my right hon. Friend also notice that Labour Members’ case seems to be that the EU is so nasty and unpleasant that it would deliberately wreck its own exports to us to make a point, yet they want to be more closely aligned with people and an organisation that would do that? I just do not understand what they are talking about.

[Mr Goodwill]

As always, my right hon. Friend makes a valid point. It is not in the interests of the German motor industry, the French agriculture industry or industry right across Europe to cut off its nose to spite its face. If that were the case, I am sure that German motor manufacturers would be beating a track to Chancellor Merkel’s door to make that very point.

I have not seen one recently, but I remember following lorries down the road and reading a sticker saying, “If you’ve got it, it’s been on a truck”. Although progress has been made in switching freight to rail or short sea shipping, the last leg of any journey invariably involves a truck. We heard from the hon. Member for Middlesbrough about Dover. It had 2.6 million truck journeys last year, with 1.6 million trucks going on Le Shuttle, which is 11,500 per day. Dover represents 17% of all UK trade coming in, worth £122 billion last year.

It is not just on this side of the channel that people are making such a case; Calais chiefs have also stressed the necessity of a frictionless border. Jean-Marc Puissesseau, president and general manager of Port Boulogne Calais, has said that the port boarded 2 million lorries last year. Without an agreed system in place, we could face 30-mile queues on both sides of the channel—every day, not just when the French seamen go on strike. During such a strike, some UK motor manufacturers, and indeed BMW in Bavaria, were three days away from stopping production. As we have heard, Honda relies on 350 trucks a day on a one-hour just-in-time delivery schedule. It is in no one’s interest not to get a deal.

[Sammy Wilson]

The right hon. Gentleman is making his point very sharply and well. Does he accept that even the permanent secretary of Her Majesty’s Revenue and Customs has made it quite clear that the picture painted by the Opposition spokesman is very far from the truth? We can have a frictionless border at Dover, and not need have a lorry park on the M20 or the checks he described.

[Mr Goodwill]

I will come to that point as I expand my comments.

Turning to trucks and the importance of the road haulage industry, it is currently in vogue to demonise diesels, and Volkswagen must take some of the blame for that. However, if one looks at the trucks operating under the Euro 5 and Euro 6 regulations, one sees that heavy vehicles pretty much perform as expected. The reason for that is quite simple: although the analytical equipment that exposed Volkswagen was not previously small enough to go in a car boot, it has for a long time been small enough to go on the back of a truck, so trucks actually comply very well with the regulations. Indeed, industries have always stepped up to the mark when a higher level of regulation has been proposed, and there is no reason whatever why the regulations will be slackened once the UK leaves the European Union.

As one of the few Members, I suspect, who holds what used to be called a class 1 heavy goods vehicle licence, I spent many hours driving HGVs—transporting potatoes to make oven chips or, as part of the family business, transporting sulphuric acid. I have also driven 44-tonners in France, Belgium, Germany and Holland, so I know a bit about their haulage system—indeed, I wish we had motorway service stations as good as theirs. We rely on our haulage companies, our 320,000 drivers and our logistical organisations to literally keep the wheels of business turning, and they are equally important in cross-border trade.

The Bill could be described in part as a just-in-case Bill—a safety net in case the Brexit negotiations fall off the trapeze—although the permits will also be useful in how they apply to non-EU states. It is unlikely that we will not get a deal, because I think we all understand that it is in everyone’s interest to get a good deal in place for the other side of Brexit.

International trade relies on the capability of vehicles, as well as the goods they carry, to cross international borders. To ensure that vehicles minimise empty running, logistical operations need to be flexible. That is why we have cabotage rules in place, so that non-EU trucks can carry out work here before returning, hopefully loaded with exports, to their home country. When there are short-term capacity problems, the rules can be lifted temporarily, as was the case when a shortage of car transporters coincided with the new registration plate.

The single market for transport services is one baby that we must not throw out with the Brexit bathwater. Yes, we are leaving the single market, but we must keep the flexibilities, liberalisation and competitive elements that benefit trade and jobs. We have always promoted this mechanism, often in the teeth of opposition from member states such as France that see competition from eastern European hauliers as “social dumping” rather than as a competitive element that raises everyone’s game.

In the absence of an agreement, the Bill is our fall-back plan B. In a post-Brexit scenario, one expects the standards that our haulage industry has to comply with not to change radically. Vehicle safety and emissions standards will not be eroded when the UK leaves the EU. Innovations such as autonomous automatic braking, selective catalytic reduction and particulate traps apply to vehicles manufactured and used in Europe. I expect that the Euro 6 standards will be identical to the new UK 1 standards, as I guess they will be called, after Brexit. Similarly, it is in no one’s interest to start a race to the bottom on drivers’ hours.

So much for the vehicles. What about the goods they carry? Whether we have a customs partnership, a so-called max fac or some other custom-built customs solution, the system must operate electronically and without friction, and it must not delay vehicles passing through Dover, Holyhead or Newry, or indeed—this is probably our biggest challenge—goods passing from Spain to our loyal friends in Gibraltar.

I do not share the pessimism of some people who have been known as remoaners—incidentally, I was one of those who voted remain. As Shipping Minister, I visited Southampton and Felixstowe and saw the thousands of containers coming in from all over the world and moving seamlessly through the port. The last thing anyone wants to do is to start opening those containers. The same applies to our biggest port by value—surprisingly, not many people know that that is Heathrow, with the holds of long-haul flights laden with goods inbound and outbound to places all over the globe.

Perhaps the most impressive operation I have seen as part of the Industry and Parliament Trust involved Manchester Airports Group and UPS. The hub at East Midlands airport deals with thousands of parcels every night. Customs duty is collected by the shipper, who navigates a complex administrative system, without the parcel—whether from Beijing, Detroit or Tokyo—stopping for a moment, either on its journey to a UK destination or on its way to trans-shipment on a departing flight. Using the widely recognised “known shipper” arrangement enables truly global trade to function between dozens of jurisdictions and with myriad permutations. For example, some hydraulic components attract a different tariff depending on whether they are destined to be fitted to a tractor or an aircraft. East Midlands is impressive, but nothing compared with the operations in Cologne or Louisville, Kentucky. As I say, this system is already delivering frictionless trade every night. We do not need to reinvent the wheel—or indeed the hub.

I hope such arrangements can be put in place before the end of the transition period. I agree with James Hookham of the Freight Transport Association that the timetable is tight. Until this issue is resolved, however, it will not be possible to initiate free trade, or a freer trade arrangement, with our new global trading partners, so time is of the essence.

Turning to trailers, I note that the UK has now ratified the Vienna convention, which will come into force in March 2019. There have been problems with UK trailers and semi-trailers pulled by non-UK motive units on the continent. The proposals to register trailers will address that. I am pleased that that will not apply to the whole fleet—I must declare an interest in this respect—but only to existing trailers used internationally, and to new trailers as they are registered. I also note the need to facilitate trailer rental, and I am pleased by the reassurance I received from the Secretary of State earlier. We already have a registration system with the Driver and Vehicle Standards Agency, as trailers must pass an annual MOT test, so the Department for Transport will be well aware of the scale of the operation needed.

Belgium—I think uniquely—has a separate registration number for trailers, so the number on the front of a combination will not match the one on the back. Most countries, like us, however, have a plate in the cab that is fixed to whichever trailer is being pulled. The current plating certificate—affixed to the chassis bar of a trailer in most cases—is often hard to find and usually hard to read as well. Has the Minister considered whether the plate fitted to the trailer could have a number or barcode, as is used on shipping containers, that could be read by an automatic number plate recognition-type machine to further facilitate the free flow of vehicles between jurisdictions? I understand that the plate must be fixed to the vehicle, but is there a view on the best position for remote sensing?

In conclusion, I welcome the Bill, but I hope that progress in negotiations will render it superfluous. When we take out insurance, that does not mean that we expect our house to burn down. I think the Government are being prudent. Incidentally, I think the Bill also sends a clear message to EU negotiators that we will not accept a bad deal at all costs and that contingencies are being put in place.

Laser Misuse (Vehicles) Bill [Lords]

Robert Goodwill Excerpts

2nd reading: House of Commons & Programme motion: House of Commons
Wednesday 18th April 2018 Commons Chamber

[Mr Robert Goodwill (Scarborough and Whitby) (Con)]

I am always surprised by how many people are afraid of flying, given that travelling in a plane is one of the safest things anyone can do. Travelling by car, for example, is 100 times as risky per mile as travelling in an aircraft, and travelling by motorcycle is 3,000 times as likely to kill us. The journey to the airport is likely to be the most dangerous part of someone’s holiday. I was pleased to be able to join BALPA in welcoming the fact that 2017 was the safest year in history for commercial aviation. That did not happen by accident. A number of factors are involved, and the attention to detail has been important. There has always been an underlying culture of safety in the aviation industry, starting with the manufacture and maintenance of aircraft at the excellent companies we have in the UK such as Rolls-Royce, and including the training and professionalism of the crew, both on the flight deck and in the cabin, and the work done by air traffic control. I would particularly like to recognise the work that NATS has done in keeping our skies safe. Indeed, we need to see more innovation in the way our airspace is designed and optimised.

When I first arrived in this House, I became a member of the Transport Committee under the indomitable Gwyneth Dunwoody. We went on a visit to the Civil Aviation Authority, and initially I was concerned to hear about the number of reports of incidents that had been brought to the CAA. It soon became clear, however, that aviation was so safe precisely because of that culture of reporting. For example, on one flight, the pilot and the co-pilot had both eaten the same lunch—I think that they had each had a prawn sandwich—and that had been recorded as a risk. Because of that recording, such mistakes could be addressed. Having that type of culture in the industry is important. Indeed, when I was the Aviation Minister, I joined Dame Deirdre Hutton, the chair of the CAA, on a ramp check to see exactly how diligently the work of checking our aircraft was being done. That culture is now being looked at by the NHS, so that if there is a mistake or a near miss in a hospital, for example, it can be learned from rather than hidden, as has been the problem.

Today, we have been hearing about the new risk—namely, the misuse of lasers, which are now much more widely accessible. Indeed, I was given one a while ago as a free gift by a political party. In 2004, there were six reported incidents, but that figure increased to more than 1,000 in 2010. When I was Aviation Minister, I met the chair of BALPA, Brendan O’Neal, who explained this to me at the same time as I was endeavouring to land a 747 in the simulator at Heathrow airport. He made it clear to me that people were concerned about this problem, because it is difficult to fly one of those things in those circumstances. He explained the danger to the aircraft and to the eyesight of the flight crews. Incidentally, I did not hit the control tower as I was coming in to land, unlike the Chancellor of the Exchequer of the time. BALPA has stated that 55% of pilots reported an attack in the past 12 months, 4% of whom had reported six or more such attacks. I therefore welcome the Bill. The Secretary of State has described how it goes further than the current measures under article 225 of the Air Navigation Order 2016, in that it covers other vehicles, as well as air traffic control and taxiing aircraft, which were not previously covered.

There is a particular problem for police helicopters. Mr Ollie Dismore, the director of operations for the National Police Air Service, was quoted in The Yorkshire Post in 2006 as saying that Leeds-Bradford airport, which is in my region, was the UK’s third worst airport for laser attacks on aircraft. In his 23-year career, Mr Dismore had been targeted well over 20 times himself and cited 108 reports of laser attacks on police helicopters in 2005. In the article, he described the unnerving experience of having the light bounce around the cockpit like a goldfish bowl while he was trying to fly the aircraft and look at the instruments. This is a particular problem at night, when the pilot’s pupils are dilated.

The good news is that technology in helicopters links the on-board camera to the mapping system, and the location of the perpetrator can be pinpointed and recorded. The person can even be photographed. Ground units have a good success rate of seizing the lasers and, depending on the severity of the attack, progressing the cases through the criminal justice system. Police helicopters have also been deployed in that way to tackle attacks on fixed-wing aircraft at locations such as Stansted, Gatwick and Manchester airports.

I am pleased that the measures that fell last year when the election was called will now be put on the statute book, widening the scope of the vehicles protected and toughening the penalties that can be imposed on the criminals who carry out this dangerous, malicious activity.

I want to put on the record the heavy lifting done by my noble friend Baroness Sugg, who started off her career as a staffer at the European Parliament when I was there and has now risen to much greater heights that even I could aspire to. We appreciate the work that has been done and the improvements that the Lords have made to the Bill, and I look forward to the legislation getting on the statute book, so that our skies can continue to be as safe as they are.

High Speed Rail (West Midlands - Crewe) Bill

Robert Goodwill Excerpts

2nd reading: House of Commons & Allocation of time motion: House of Commons & Carry-over motion: House of Commons & Money resolution: House of Commons & 2nd reading & Allocation of time motion & Carry-over motion & Money resolution
Tuesday 30th January 2018 Commons Chamber

[Andy McDonald]

I am grateful for that reassurance in the context of these projects, but I am particularly concerned about these apprentices in the here-and-now; there are 100 out of the 1,400 who have been prejudiced in my community and we want to see this Government respond by coming to the table and making sure those young people have a future. It is difficult enough to encourage people into these industries in the first instance without leaving them high and dry, as has happened on this occasion.

I welcome the commitments contained in HS2’s environmental principles. It is imperative that environmental standards and air quality are at the forefront of the project. Many of the arguments about why we need HS2, and why we do not, have been well rehearsed in this House over many years: passenger rail numbers have doubled since 1995; rail freight has grown by two thirds over the same period; and the existing network has been operating at full capacity for years. No amount of timetable-tinkering can change this; I trust that all Members are in agreement about that.

Although it is important to maintain our vital road network, there is an urgent need to secure modal shift across transport: we cannot build our way out of congestion on our roads, and we must be watchful about the sustainability of domestic air travel. In addition, we face the prospect of the population of Britain reaching 70 million by the end of the decade. So the question is: how are we going to move our people around our nation? It is no exaggeration to say that the very economic and social livelihood of this country is at stake. Our capacity to move people by rail and bus is therefore crucial.

[Mr Robert Goodwill (Scarborough and Whitby) (Con)]

Given those circumstances and the pressure on the system, does the hon. Gentleman agree that the last thing this country needs is the nationalisation of our rail system?

[Andy McDonald]

I am grateful to the former Minister for his intervention. If he will be patient for just a few more minutes, I will happily address that point in full detail.

I was proud that Labour forced the Government to introduce much tougher reporting on HS2 spending through an amendment to the High Speed Rail (Preparation) Act 2013 before the previous Bill came to the House in 2014. I pay tribute to my predecessors, my hon. Friends the Members for Wakefield (Mary Creagh) and for Nottingham South (Lilian Greenwood), in that respect. We also amended that Bill to improve integration with existing transport networks and the specific reporting of the jobs and skills created by the project.

--- Later in debate ---

[Drew Hendry (Inverness, Nairn, Badenoch and Strathspey) (SNP)]

As we look at the current Secretary of State for Transport and his predecessors around him on the Conservative Benches, it is like old times.

The Scottish National party supports the development of the HS2 project, which we have discussed on a number of occasions. Even the Secretary of State would concede that the Scottish Government have worked very positively to advance the project, but that does not mean we are not critical of quite a number of aspects of it.

For HS2 to establish the benefits that have been suggested, it needs to be expanded much further and much faster—and, as we have heard, not just to Birmingham, Manchester and Leeds, but to Scotland, and with some haste. If this project was to be truly inclusive—the Secretary of State talked about the parity in this family of nations that we are supposed to have—there is a strong argument that HS2 should have started in Scotland and made its way down through the north of England, arriving eventually at London. The economic benefits would have been dramatic had that choice been made, and it was indeed a choice. Had the Government been serious about including the nations of the UK, that could have been done. While we are talking about being serious about being inclusive, let me say that if journey times are to be improved, perhaps one thing that would help to reduce delays dramatically, as this is one key reason for delays in Scotland, would be the devolution of Network Rail. Even at this late stage, the UK Government can make a difference if they choose to do so by committing to extending the service to Scotland without hesitation.

[Mr Goodwill]

The hon. Gentleman talks about starting the project in Scotland, but that is not a sensible idea at all. The whole point about capacity is that every morning we have 5,000 people standing on trains into London Euston and 3,000 standing into Birmingham New Street. If the project started in Scotland, that would just mean more Scottish people standing on trains as they tried to get into the capital.

[Drew Hendry]

The hon. Gentleman knows that I have enjoyed debating with him and that I respect him greatly, but we always end up highlighting the fact that none of that was even looked at. No research was conducted on it. Unless he is willing to intervene to tell me about research that was conducted—[Interruption.] That tells us everything about how—

[Mr Goodwill]

rose—

[Drew Hendry]

The hon. Gentleman wants to get in—please do.

[Mr Goodwill]

It is patently obvious from all the traffic flows and the passenger numbers that as one gets closer to the capital, the congestion due to passenger numbers builds. As I say, we have 5,000 people standing every morning into London Euston, and there would be more Scottish people standing if we did not start in London and work our way up. It is, however, great that the time saving is going to benefit people in Scotland from day one.

[Drew Hendry]

I wish to remain consensual throughout this debate, but I must point out, once again, that all the hon. Gentleman has done is to confirm that no work had been done to look at the economic benefits for Scotland and the north of England.

The Secretary of State’s argument that Scotland will already be on the HS2 line is weak. I agree that journey times to and from Scotland will be faster, by virtue of the increased speed in the south of England, but given that Scotland and its people are paying for a proportion of the new infrastructure, it would be wholly wrong for the new infrastructure not to come also to Scotland.

We support HS2 because of the benefits it could and should bring, but those benefits could be greater if the missing investment were made. Clarity is also required, and with some urgency, on the Barnett consequentials. The question of the Barnett consequentials has been raised again in this House today, yet the Government have failed time and again to answer it, despite being asked to do so on many occasions.

Although this will not be well received by Conservative Members, I agree with the shadow Minister that questions need to be asked about the governance and management of HS2, given the absolute shambles the Government have got themselves into with the contract—and, of course, the honours system as well. We are talking about £2 billion-worth of contracts awarded after profit warnings were issued. Why did the Government want Carillion to continue after a 70% drop in the share price and the issuing of profit warnings? Ministers need to give answers about that, and they should take the opportunity to provide them now. There are clear examples to show that the Government knew there were more than just superficial problems at Carillion, yet the contracts just continued. Why was that?

I said earlier that the Scottish Government are committed to working in a continuing partnership to reduce rail journey times—we are working closely with the Minister to hit the three-hour target—but the Government still have not recommended a route to Scotland. Is it going to be on the east or the west coast? They must now start to work on the best options for Scotland, consider the benefits and different business cases, albeit belatedly, and deliver so that people in Scotland get some value.

If the Government share the ambition of delivering sub-three-hour journey times, we will support that, but the project should not be about only times or the physical build. As the right hon. Member for Derbyshire Dales (Sir Patrick McLoughlin) said, we must consider skills and opportunities. He mentioned Crewe and other locations, but unfortunately he did not mention Scotland. This project can and should build skills, expertise, capability and jobs for a generation, but it also needs to be inclusive in terms of its opportunities and STEM objectives. We should be alive to the chance to provide opportunities to young people, especially girls and young women, who do not get mentioned enough in this context. Scotland has successfully delivered major infrastructure projects, with the Borders rail link a prime example among many others, and is already positioning itself as a hub for rail expertise. The Heriot-Watt high-speed rail centre of excellence has put Scotland firmly on the map as a place for specialist high-speed rail knowledge.

Let us expand the network to Scotland with some hitherto unseen urgency. Let us hear the answers on the Barnett consequentials. Let us have guarantees from the Government on the future governance of the project. If a true partnership is desired, as the Secretary of State has stated, let us see some ambition on the preferred route, a commitment to utilising the expertise and talent of the men and women of Scotland, and investment in our centre of excellence.

Oral Answers to Questions

Robert Goodwill Excerpts

Thursday 30th June 2016 Commons Chamber

[Mr Alistair Carmichael (Orkney and Shetland) (LD)]

2. What recent discussions he has had on the future of emergency towing vessels in Scotland; and if he will make a statement.

[The Minister of State, Department for Transport (Mr Robert Goodwill)]

I discussed emergency towing capability in Scotland with the right hon. Gentleman on 9 June, and we had an informal chat this week on that subject. The Maritime and Coastguard Agency has consulted all interested parties about options for future provision beyond September 2016. I expect to make an announcement very soon.

[Mr Carmichael]

We look forward to hearing the Minister’s announcement. The last stakeholders’ group meeting convened by the MCA received a risk assessment —a proper, substantial piece of work commissioned from the private sector—that made it clear that removing the tug would pose an unacceptable risk for the coastal and island communities of Scotland. When the Minister makes his decision, will he make sure that that risk assessment is on his desk and at the heart of his considerations?

[Mr Goodwill]

I absolutely reassure the House that I understand the importance of maritime safety in those northern waters, from the point of view not only of pollution—we all know how difficult a major oil pollution incident can be—but of our seafarers at risk on the waters.

[Mr Graham Allen (Nottingham North) (Lab)]

3. What discussions he has had with Nottingham City Council on the use of income from the workplace parking levy for transport projects in Nottingham; and if he will make a statement.

--- Later in debate ---

[Deidre Brock (Edinburgh North and Leith) (SNP)]

7. What recent discussions he has had with the Home Secretary on border controls at air and maritime ports.

[The Minister of State, Department for Transport (Mr Robert Goodwill)]

The Secretary of State regularly meets the Home Secretary to discuss a range of subjects, including border security. The most recent of these discussions took place on 26 April this year.

[Deidre Brock]

I understand that incoming international passengers at Edinburgh airport are experiencing lengthening delays as a result of cuts to the number of Border Force officers available. Given the increasing passenger numbers there and the likely increased need for passport checks after Brexit, will the Minister take urgent action to increase Border Force official numbers at the airport?

[Mr Goodwill]

I, for one, am pleased that we do not have border checks at Berwick-upon-Tweed when I travel north. The hon. Lady should more reasonably put that question to the Home Office, which deals with such matters. As the Minister with responsibility for aviation, I am aware of the whole airport experience, and long queues at immigration are not good for the experience of people who come to our country.

[Mr Nigel Evans (Ribble Valley) (Con)]

8. What plans he has to expand airport capacity.

--- Later in debate ---

[Danny Kinahan (South Antrim) (UUP)]

17. What steps he is taking to ensure that a decision is made as soon as possible on the new airport runway in south-east England.

[The Minister of State, Department for Transport (Mr Robert Goodwill)]

The Government are fully committed to delivering the important infrastructure projects they have set out. The hon. Gentleman heard what the Secretary of State had to say about the decision on runway capacity in the south-east.

[Danny Kinahan]

I thank the Minister for coming over and visiting us, and discussing with all of us the future of runways and connectivity, but I am incredibly disappointed by today’s decision. He knows that Dublin airport is due to have its new runway by 2023. We need a decision. May we have a promise that we will have a decision by Christmas 2016?

[Mr Goodwill]

I think the Secretary of State was very clear. There are some other interesting developments, for example Stobart Air is looking at connections between Carlisle and Belfast, Carlisle and Dublin, and Carlisle and Southend, which will increase connectivity and improve the prospects for tourism so that people in the north of England can visit the wonderful Ulster that he represents.

[Jim Shannon (Strangford) (DUP)]

The third runway for Heathrow would unlock some £16 billion of private investment at a time when the economy needs it most. The chief executive of George Best Belfast City airport has said that the

“Heathrow hub is vital in making Northern Ireland accessible to business and leisure passengers from all corners of the globe”.

It is really important for Belfast city; it is important for Northern Ireland. Make the decision now.

[Mr Goodwill]

The Davies report made very clear the importance of connectivity in the south-east to the regions, the north of England, Ulster, Scotland and elsewhere. We are very mindful of the issues that have been raised by colleagues from around the country.

[Andrew Rosindell (Romford) (Con)]

18. What recent assessment he has made of the condition of local roads.

--- Later in debate ---

[Philip Davies (Shipley) (Con)]

19. What proportion of the funding allocated by his Department to the West Yorkshire combined authority has been spent in Shipley constituency.

[The Minister of State, Department for Transport (Mr Robert Goodwill)]

My Department has allocated over £41 million of local transport funding this year to the West Yorkshire combined authority and nearly £233 million over the life of the Parliament to improve local roads and deliver integrated transport schemes across west Yorkshire. It is for local authorities to decide how funding is allocated to schemes.

[Philip Davies]

I am very grateful for the answer, but the Minister failed to say how much of that had been spent in the Shipley constituency, which was the driving force behind my question. I think we can take it from that response that the answer is very little, if we are being generous. What is his Department doing to ensure that Labour west Yorkshire authorities are not just spending money in the Labour heartlands, but that the whole of west Yorkshire benefits from Government investment?

[Mr Goodwill]

My hon. Friend makes a very valid point. Maybe those in charge in west Yorkshire should look at some of our national projects. We are determined to invest where investment is needed, in many cases in areas in the north of England not run by our own party, to stimulate jobs and to contribute to the northern powerhouse, something to which I hope the council and those in control in west Yorkshire will pay attention.

[Rebecca Pow (Taunton Deane) (Con)]

20. What assessment he has made of the viability of new railway stations funded through (a) the new stations fund and (b) alternative funding arrangements.

--- Later in debate ---

[Sir Alan Haselhurst (Saffron Walden) (Con)]

Has my right hon. Friend’s Department made any assessment of the potential for aircraft types such as the Boeing 787 and the A350, which can fly greater distances point to point, to provide opportunities for Manchester and Birmingham aircrafts, demonstrating that there are more ways of doing business in this country than landing in London?

[The Minister of State, Department for Transport (Mr Robert Goodwill)]

It is certainly the case that many airlines are investing in the A350, which is exclusively engined with Rolls-Royce engines, and the point-to-point option opens up many new opportunities for regional airports to provide direct services for their people.

[Robert Flello (Stoke-on-Trent South) (Lab)]

I very much welcome the statistics showing that road improvement and road safety are getting better, but those statistics mask what is really happening with all-lane running. The Transport Select Committee has produced a report, published today, which shows the disingenuity going on in the statistics. What we are looking for is the Minister’s acceptance that all-lane running is dangerous and that we need to do something about it.

Electric and Low-emission Vehicles

Robert Goodwill Excerpts

Wednesday 15th June 2016 Westminster Hall

[The Minister of State, Department for Transport (Mr Robert Goodwill)]

It is a great pleasure to serve under your chairmanship, Mrs Moon. I congratulate my hon. Friend the Member for Montgomeryshire (Glyn Davies) on securing the debate. I must admit to being a petrol-head, or rather a diesel and steam-head. Nevertheless, I understand that although it is important that we preserve our historic vehicle heritage, we should also look to a more sustainable future. I assure the House that the Government are committed to positioning the United Kingdom as a world leader in electric vehicle uptake and manufacture.

Under the Climate Change Act 2008, the UK became the first country to introduce a legally binding target on climate change—an 80% reduction in greenhouse gas emissions by 2050. Transport needs to play a leading role, both to meet this important national target and to address air quality issues in the UK.

In the transport sector, emissions are dominated by those from road vehicles. We have therefore set ourselves the aim of nearly every car and van on our roads being a zero-emissions vehicle by 2050. That will require all new cars and vans on sale to be zero-emissions by around 2040. I understand that this is a bold and ambitious target, which is why we have in place one of the most comprehensive support packages in the world, and at the last spending review we committed over £600 million to help grow the UK market for these vehicles.

[Neil Parish]

I congratulate the Government on the money they are spending in this sector. However, in the particular hot-spots within cities, where there is actually a court case for Britain to reduce its emissions by 2025, there is a need to act much more quickly, particularly in those inner-city areas where we have problems with nitric oxide.

[Mr Goodwill]

Thankfully it is not nitrous oxide, which would be a laughing matter. Nitric oxide and nitrogen dioxide are major pollutants. Of course, now that we know more about what is happening in diesel engines after the Volkswagen scandal came to light, the Government are working on that issue. Indeed, I am working with my fellow European Ministers, particularly those in Germany, to address that problem. Sustainable vehicles such as electric and hydrogen cars, which produce no tailpipe emissions, will certainly play a very important part in the transport sector.

It is interesting to note that although the record on car emissions has been disappointing, trucks have been operating pretty much as they should, mainly due to the fact that the monitoring equipment, which previously was too big to get in the boot of a car, is now able to be put on the back of a lorry. So the truck and bus sectors have actually been very good.

Since 2011, more than 70,000 claims have been made for plug-in car and van grants. At least £400 million has been committed to this scheme. With the grant guaranteed until at least March 2018, tens of thousands more motorists will be helped to make the switch to a cleaner vehicle.

Electric vehicle sales are now growing rapidly. Registrations reached a record high in 2015, as 28,188 new electric vehicles arrived on UK roads. More electric vehicles were registered in the UK in 2015 than in the previous four years combined. I am very proud of that progress. Electric vehicles have the potential to unlock innovation and create new advanced industries that spur job growth and enhance economic prosperity.

The low emission vehicle industry already supports more than 18,000 UK jobs and is a key pillar in our ambition for a low-carbon, high-tech, high-skills economy. The UK is already attracting global investment. Nissan’s LEAF, which is built in Sunderland, makes up 20% of electric vehicle sales across Europe. Geely has pledged £300 million to make plug-in hybrid taxis and vans at a new plant under construction in Coventry, creating 1,000 jobs. Ford’s Dunton technical centre in Essex is one of only two global hubs for the development of its electric powertrains.

Support for electric vehicle charging infrastructure has also facilitated the growth of home-grown and ambitious small and medium-sized enterprises. For example, in 2015 Chargemaster, a company that designs and manufactures its products in Milton Keynes, launched its new UltraCharger, which is already being sold in the UK and abroad.

The electric vehicle market is already a success story for the UK, but we need to maintain momentum if we are to meet our ambitious goals. We recognise the need to develop manufacturing and servicing skills to support the growing ultra-low emission vehicle market. The Government have set out an industry-led approach to skills training and apprenticeships. The new Institute for Apprenticeships’ programmes are already emerging, for example at Gateshead College’s skills academy and at Nissan in Sunderland. I understand the point that my hon. Friend the Member for Montgomeryshire made: as cars get older and move down the vehicle food chain, so to speak, there will be more call for servicing at local garages. It is important that they have the skills to service the vehicles safely and so ensure that we do not have any nasty accidents.

In terms of air quality, the Office for Low Emission Vehicles’ “Go Ultra Low” city scheme is dedicated to supporting cities across the UK to deliver transformational change. Some £40 million has been awarded to eight cities delivering more infrastructure, including lane access, additional planning requirements and a host of other measures. Those exemplar cities will be key in demonstrating ways of addressing air quality issues. The Government-backed self-regulatory body for the motor industry is committed to maintaining high standards covering new technologies, warranties, car service and repair. The garage finder helps locate businesses committed to the Chartered Trading Standards Institute’s approved code of practice. I hope the progress we made through the block exemption on data for the servicing of conventional vehicles will also help people access the data they need to service these new kinds of vehicles.

Thanks to Government leadership and growing private sector and local authority engagement, the UK now has more than 11,000 public charge points, including more than 850 rapid charge points. That is the largest network in Europe. There are also more than 60,000 domestic charge points. The latest statistics suggest that the average distance to the nearest charge point is just over 4 miles in Great Britain, although I admit that my constituency is a little bit of a charge point desert, and I hope that will be addressed. There are a number of such locations; the constituency of the Secretary of State for Transport is another that does not have a large number of charge points, and we need to address that in parallel with the tourist industry.

[James Heappey]

In advance of the Energy and Climate Change Committee’s hearing about electric cars last week, I did some work to look at the roll-out of petrol pumps for petrol engines a century ago. It was clear that the car came first and the petrol network thereafter. Incentivising the uptake of electric cars must surely be the priority, rather than incentivising the roll-out of charging points. Will the Minister comment on how the Department for Transport and the Treasury intend to compensate for the loss of petrol pump tax revenues as a result of an increased uptake of electric cars?

[Mr Goodwill]

I suspect that that question should be put to the Chancellor of the Exchequer, but falling duty levels from petrol and diesel because we have embraced this new technology would be a very good problem to have. Dare I say it, but I am sure the Chancellor or future Chancellors will come up with other, more devious ways of collecting tax from everyday people. As someone who owns a car constructed in 1900, I am well aware of the problems—particularly in the UK, as we were so slow to embrace the gasoline engine car—that people had refuelling their cars. They are not unlike the problems that people are having in charging their electric vehicles.

The electric vehicle only really makes sense on a slow overnight charge, when we have surplus electricity in the grid. Although fast charging is there to address issues of range, there is not really a prospect of thousands and thousands of cars up and down the country fast-charging at service stations. Electric cars make sense in terms of overnight charging at home.

A point was made earlier about sustainable electricity. We talk about zero tailpipe emissions, but that electricity has to be generated somewhere. Germany has sustainable delivery, but given its decision to abandon its nuclear programme and rely more on fossil fuels, the way that hydrogen and electricity are generated is a problem when it comes to better electric and hydrogen vehicles. Norway, with its large amounts of hydroelectricity, is well able to take that up.

Another point raised in an intervention was about electric cars as a means of storage. I was recently at a conference in Germany, where that issue was raised with Tesla. One of the issues is the number of cycles that a car’s battery may have to undergo if it is used as a means of storing electricity to be released into the grid. Some of the manufacturers are concerned that the battery life of their vehicles—it is very good, and better than many expected—could be compromised by large numbers of charge cycles being used in that way. An alternative is that when cars are scrapped the old batteries could be put into banks and used for emergency power supplies in hospitals or to augment the grid.

[David Mowat]

I was listening carefully to what the Minister said about the potential for increased carbon emissions due to this technology, notwithstanding the storage point, which I accept. He said that there were 28,000 electric cars in the UK. Does his Department make any attempt to measure the incremental increase in carbon emissions that that has caused, given our current generating profile and our likely profile in the short term? Is that number measured at all? I know that is an issue for the Energy and Climate Change Committee.

[Mr Goodwill]

The calculation certainly needs to be done as we roll out these vehicles. I expect that the Department of Energy and Climate Change is making those predictions. It depends, as my hon. Friend said, not only on the proportion of sustainable vehicles in the fleet, but on how that electricity is generated, particularly off-peak and overnight. Nuclear energy—the Government are determined to press forward in building a new fleet of stations—is ideally suited to overnight charging using off-peak electricity.

Throughout this Parliament, charging infrastructure will also be delivered through dedicated schemes for cleaner buses and taxis. As part of the £40-million “Go Ultra Low” city scheme, millions of pounds of funding will contribute to infrastructure deployment across eight cities in the UK. Those projects are focused on the most advanced technology for fast, reliable, smart and easily accessible charging for every driver. Highways England, which the Government have more control over than cities, has £15 million of funding to ensure that there is a charge point every 20 miles across 95% of the strategic road network, with rapid charging where possible.

Hydrogen fuel cell vehicles also have an important role in decarbonising road transport. I heard what my hon. Friend the Member for Montgomeryshire had to say about driving the BMW vehicle. I drove the Honda vehicle, and it was no different from driving any other car, which is probably a problem solved. It was a pleasure, and I did not know that it did not have a normal engine under the bonnet. We are supporting infrastructure provision in line with the current state of market development. The Government provided £5 million of funding to help develop 12 publicly accessible hydrogen refuelling stations to support the roll-out of hydrogen vehicles. All 12 are being commissioned during the course of this year and will provide a significant first step towards an initial hydrogen refuelling network.

Just last month, a refuelling station in Teddington in London was officially opened by the Under-Secretary of State for Transport, my hon. Friend the Member for Harrogate and Knaresborough (Andrew Jones). The network of stations will support vehicle manufacturers that are introducing their first models of hydrogen fuel cell vehicles. Indeed, our support for hydrogen for transport has helped secure the UK’s status as one of only a handful of global launch markets for hydrogen fuel cell vehicles.

There is much more that I could have said about our ambitions to press forward with this new technology. I am grateful to my hon. Friend for securing this debate on an important subject. I underline the Government’s commitment to ensuring that these sustainable new technologies are rolled out in the UK.

Question put and agreed to.

Air Passengers With Dementia

Robert Goodwill Excerpts

Tuesday 14th June 2016 Commons Chamber

[The Minister of State, Department for Transport (Mr Robert Goodwill)]

I start by congratulating my hon. Friend the Member for Plymouth, Sutton and Devonport (Oliver Colvile) on securing this debate about provision for air passengers with dementia. This important issue touches many of us gathered here this evening through our friends and family, and certainly through our constituents. I must admit to encouraging my hon. Friend to apply for the debate because it is important that we get the subject raised on the Floor of the House. The debate gives me an opportunity to say why the Government take this issue so seriously.

Before I do, however, let me briefly address the disturbing case raised by my hon. Friend the Member for Southend West (Sir David Amess). I will not comment on the case in detail, but it does underline why it is so important that patients with this type of problem who are travelling, particularly on long-distance journeys, have a carer with them. In almost every case when I have meet someone in relation to our role of helping people with dementia, that person is accompanied by a spouse, family member or friend who can help them. From what I have heard, it verges on the irresponsible to expect somebody with such a condition to fend for themselves on these flights.

[Jim Shannon]

I am aware of the case of a lady with a baby who was travelling with her mother who had dementia. This was not long after she had given birth and she was quite traumatised by being on the plane. When she was not able to cope, the airline staff had to come to help the mother and the child, so there is an onus on airline staff to be able to assist the carer as well.

[Mr Goodwill]

Yes, absolutely. Many airlines and airports are taking the training of staff very seriously indeed.

I will start by briefly going through the statistics, some of which we have heard already. We live in an ageing world, and we Europeans are living ever longer. A Eurostat survey forecasts that in 2040, if current trends continue, 25.5% of Europe’s population will be 65 or over. In 2015, that figure was only 16%. With an ageing population, we will face new challenges. It has been estimated that more than 850,000 people in the United Kingdom suffer from dementia, and that figure is expected to rise to over 1 million by 2025. While dementia is usually linked to old age, it is not, as we have heard, solely an age-related condition. Indeed, today in our country, over 40,000 people under 65 years of age live with dementia.

Those are big numbers, but how do they relate to air travel? As we have heard, the word “dementia” is used to describe a set of symptoms that affect the brain. These symptoms may include memory loss or difficulties with thinking, problem solving or language, all of which will lead to everyday life becoming more and more challenging. However, suffering from dementia does not, and should not, mean that one should automatically cease to enjoy the activities we are all used to. Generation after generation, we are travelling more, exploring the world and gathering new experiences. For some, it is a lifestyle, but if one gets diagnosed with dementia, there could be a daunting decision to be made, either personally or by one’s family, to stop travelling altogether or to face a travel experience in all its complexity. For dementia sufferers, air travel, in particular, can be confusing, unnerving and even frightening. Crowded terminals, loud noises, queues, security checks, and armed policemen and women are enough to confuse a healthy person from time to time, never mind a person with a hidden disability. The term “hidden disability” is used to cover a wide variety of conditions that are not evident, such as dementia, autism, learning difficulties and hearing loss. According to Civil Aviation Authority research, as many as 7% of all British people are potentially avoiding air travel because of a hidden disability; we would like to get that number down to 0%.

On helping us to reach this goal, there is a piece of European legislation called regulation EC 1107/2008, which concerns the rights of disabled persons and persons with reduced mobility—PRMs—when travelling by air. The aim of this regulation is to ensure that such people have the same opportunities for accessing air travel as non-disabled people, and that they have the same rights to free movement, freedom of choice, and non-discrimination. To ensure that that happens, airports and airlines are required to provide assistance that is appropriate to the needs of the passenger and that enables them to move through the airport while they travel. A person with reduced mobility is defined in the regulation as

“any person whose mobility when using air transport is reduced due to any physical disability (sensory or locomotor, permanent or temporary), intellectual disability or impairment, or any other cause of disability, or age”.

The regulation does not differentiate between physical and non-physical conditions, so assistance should take into account the needs of the person who has requested it.

For passengers with a physical disability, assistance needs are quite often visible and straightforward to provide—for example, a person who uses a wheelchair will require a wheelchair and a person to push it. However, with hidden disabilities, the needs of passengers vary widely, and the provision of the service could require adaptability from the provider. Some passengers may need only information and reassurance, while others may require a one-to-one escort through the airport. This can make planning challenging for service providers. In 2015, the CAA engaged with airports on the provision of assistance to passengers with hidden disabilities and found a wide variation in practices and standards. While it was acknowledged by all that there was no “one size fits all” solution, it was concluded that airports would benefit from sharing best practice among themselves, which will help airports to standardise some practices and plan their service effectively.

Furthermore, it was concluded that it would be beneficial for the CAA to clarify what it views as the obligations under the PRM regulation. I am glad to say that the authority has been working hard on that issue and has engaged with a broad set of charities during the past year to develop guidance on the minimum expected standards and practices that all airports should adopt to comply with the regulation. The CAA has published that guidance for consultation, which is due to end in July.

[Jim Shannon]

I made some investigations before coming to the Chamber and understand that airline companies and airports have a legal obligation to ensure that every person with a hidden disability is looked after totally and absolutely. Is that the Minister’s understanding as well?

[Mr Goodwill]

Transport is an international pastime and occupation, so there is a European regulation. As I have said, it applies not only to the physical disabilities of wheelchair users, the blind and people with sight disability, but to people with hidden disabilities. That is the whole point of the clarification that has been laid down, and the CAA is keen to ensure that airlines and airports discharge their obligations under the legislation.

The CAA guidance will ensure that a level of standardisation is adopted by all airports, which will bring huge benefits to this group of passengers. It sets standards not only for the actual assistance that is delivered, but for the information given to passengers before travelling and the level of training that staff are expected to be given.

The CAA has reported that the guidance has been welcomed by the airports and some of the obligations in it have already been implemented. For example, many airports—including Belfast City, Heathrow, Gatwick and Birmingham—have introduced guidance, in the form of videos, leaflets and pictures, that is specifically aimed at passengers with hidden disabilities. With that guidance, passengers and their carers can familiarise themselves with the processes beforehand, which has the potential to relieve the anxiety that some feel when facing an unknown environment. When I spoke at the Airport Operators Association dinner on 1 March, I made the issue the major theme of my comments and made a call for action from the airports.

Many airports already allow passengers with hidden disabilities to use fast-track security or are prepared to open separate security screening for those passengers upon request. Security screening has been identified in the past as one of the most stressful parts of the journey, which has the possibility of causing immense distress and anxiety.

There are other great examples of individual airports going above and beyond minimum obligations. For example, as we have heard, Gatwick airport has introduced discreet lanyards for passengers with hidden disabilities. The lanyards are a means for a person with hidden disability, such as dementia, to communicate their condition to the airport staff. That, combined with Gatwick’s commitment to provide appropriate training to all front-of-house staff, shows that there is willingness in the industry to encourage this group to travel more. More than 80% of Gatwick’s front-line staff have received dementia friends and dementia champions training, and that training is being delivered at one of this country’s biggest airports.

Gatwick is by no means the only example. Manchester airport already has special wristbands for autistic children. Norwich airport has signed an autism charter to become an autism-friendly airport. Virgin Atlantic is committed to considering the effects that long-haul flights might have on passengers with dementia, and easyJet has provided outstanding customer service to dementia sufferers, thanks to its commitment to staff receiving dementia awareness training as part of its special assistance training package.

The industry has truly embraced the challenge, and we want to see the good work spread across the sector. The UK can be proud to say that it leads in this area. We have recognised how the airport experience can feel intimidating for people with hidden disabilities. The UK and specifically the CAA, together with a few proactive UK airports, have been first to grasp that and to take action. Other European Union countries will surely follow our lead in due course.

Many of our country’s airports have reached out to the disabled charities to learn more about how they can make the experience better for people with hidden disabilities, and I strongly encourage the continuation and strengthening of this relationship. For example, the Alzheimer’s Society does a magnificent job in promoting awareness of dementia and could be an invaluable aid to the airports when they plan services.

Another group that I must mention for its substantial effort in tackling this issue is the air transport group, chaired by Ian Sherriff of Plymouth University, which is part of the Prime Minister’s rural dementia taskforce. The group, which was founded last year, has already shown remarkable commitment and speed in its task of promoting awareness in this field and encouraging travel.

--- Later in debate ---

Motion made, and Question proposed, That this House do now adjourn.—(Sarah Newton.)

[Mr Goodwill]

The air transport group has engaged with the CAA, the airports and the airlines, and is now looking at the wider tourism field. As my hon. Friend the Member for Plymouth, Sutton and Devonport said, Plymouth University is funding a PhD student to research dementia and travel over a three-year period. A substantial amount of evidence is expected as a result of her work, and I would be delighted to meet her as part of the process. In addition to Plymouth, Exeter and Bournemouth Universities are also involved in the work of the group.

There truly is momentum behind this work and I am glad to see such progress being made. As I said, we are a leading nation in Europe in this field, but we need to keep the momentum going. The CAA’s guidance helps in setting the standards for airports and similar guidance is planned for the airlines in the near future. I encourage every operator in the industry to engage with dementia passengers and organisations, and to strive not for the base minimum, but for excellence beyond.

My hon. Friend mentioned the provision of a globally recognised card, which is a good idea. A pin badge might be even more discreet, while still being able to be seen. Indeed, people with dementia could be recognised in such a way and given special help not only in airports, but in the retail sector and in other aspects of our everyday life where it would be helpful to know, discreetly, if a person has dementia and may need a little more help if they appear confused. We certainly need to raise that idea through the European Union or the International Civil Aviation Organisation, which has an even wider reach.

As I stated at the beginning of my speech, there are hundreds of thousands of people with dementia in this country. Getting the assistance standards right, and raising awareness of what is available and what to expect when travelling, will unlock the huge potential that this group could bring to the industry. Encouraging dementia sufferers to travel in this way will make their lives and those of their carers, for whom a break from the routine can be a lifeline, that much richer, and that is worth fighting for. Once again, I thank my hon. Friend for securing this debate and providing an opportunity to discuss this important and, to many, very personal issue.

Question put and agreed to.

HS2 Phase 2a

Robert Goodwill Excerpts

Thursday 26th May 2016 Written Statements

[The Minister of State, Department for Transport (Mr Robert Goodwill)]

I am today announcing to the House the Government’s package of measures to provide assistance to owner occupiers along the line of route for phase 2a of the High Speed 2 project (west midlands to Crewe).

This announcement responds to the public consultation the Government conducted from November 2015 to February 2016 on the long-term property compensation and assistance schemes for phase 2a. A Command Paper setting out the Government’s detailed response to the consultation and way forward has been placed in the Libraries of both Houses of Parliament today.

Following detailed consideration, the Government are to implement the following long-term property compensation and assistance schemes for phase 2a which are based upon schemes already in place for phase 1 (London to west midlands) of the route. They will apply with immediate effect and replace the temporary exceptional hardship scheme that has been in place for phase 2a since 2013.

Express Purchase—owner-occupiers may be able to sell their property to the Government at its full unblighted market value (as it would be if there were no plans for HS2), plus 10% (up to a maximum of £53,000, known as a home-loss payment) and reasonable moving expenses, including stamp duty.

Need to sell—this scheme does not have a boundary and is available to owner-occupiers who can demonstrate a compelling reason to sell their house but are unable to do so other than at a discount because of HS2. The Government will pay the full, unblighted value for these properties.

Rent back—is available if a property that the Government has purchased under any of the HS2 property schemes is suitable for letting.

Extended homeowner protection zone—where a property is removed from surface safeguarding, an owner-occupier will in most instances continue to be able to apply under express purchase for a period of five years from the date the property ceases to be affected by the directions.

Further measures will be provided in rural areas where the line runs on the surface in recognition that the short-term effects on communities can reasonably be expected to be much more marked in these areas. This rural support zone (RSZ) will cover the area outside safeguarding up to 120 metres from the centre line of the railway. The RSZ will run from the connection with phase 1 near Fradley in the west midlands to the A500 south of Crewe. The schemes available in the RSZ are:

Cash offer—this is a lump sum payment of 10% of the unblighted open market value of a property. This payment is a minimum of £30,000 and is capped at £100,000. This scheme will be available to eligible owner-occupiers from today until one year after phase 2a first opens for public use.

Voluntary purchase—eligible owner-occupiers will be able to sell their home to the Government for its full unblighted value. This scheme will be available from today until one year after phase 2a first opens for public use. This scheme will be made available when Royal Assent is obtained for the phase 2a hybrid Bill.

Homeowner payment scheme—those beyond the rural support zone and within 300 metres of the centreline of the railway will, following Royal Assent of the HS2 phase 2a hybrid Bill, be able to apply for a homeowner payment ranging from £7,500 to £22,500.

I also confirm that we are going to make a number of changes to the discretionary property assistance schemes which will apply to phase 1 and phase 2a. They will be implemented with immediate effect. Key changes include:

NTS health and mobility—we have added additional guidance on health and mobility whereby HS2 Ltd will give wider consideration to an applicant’s health and mobility and suitability of their current property.

Valuations for NTS, EHS and RSZ—we are going to permit the use of local valuers in the valuation process.

I believe these refined schemes demonstrate our continued commitment to provide a package of compensation and assistance schemes for owner-occupiers along the HS2 route that far exceeds what is required by law in recognition that HS2 is an exceptional project. I am confident the schemes we now have in place represent the best possible balance between supporting affected communities and providing value for money for the taxpayer.

[HCWS24]

Points of Order

Robert Goodwill Excerpts

Tuesday 10th May 2016 Commons Chamber

[Mrs Cheryl Gillan (Chesham and Amersham) (Con)]

On a point of order, Madam Deputy Speaker. I want to raise a very serious point of order with the Chair. We know from reports in the press that HS2 Ltd is apparently again facing difficulties on costs, which are being reviewed by no less a person than the Cabinet Secretary, and on issues of connectivity, which has ever been thus since the project was first announced. A serious matter has arisen that I believe is an attempt by the civil servants who are paid for by the taxpayer and who run HS2 Ltd through their agents—very highly paid lawyers, Eversheds—to gag Members of this House. I do not know whether the Chair is aware of this, but the locus standi of no fewer than four Ministers, three Back Benchers and, I believe, even the Speaker has been challenged.

In other words, HS2 Ltd is trying to prevent Members of this House from speaking out for their constituents and bringing information to the other place—to the House of Lords Committee, which will now be deliberating on the scheme. The question that arises is, “What is it afraid of? Why shouldn’t Members of Parliament be able to speak directly about their constituencies and their constituents and help to try to improve this legislation as it is going through?” Quite frankly, I regard this as an interference with the freedom of speech of Members of this House, and with our ability and right to represent the people who send us here. I ask the Chair and the House authorities to look into this issue, because I believe that on so many counts, HS2 Ltd has been trying to cover up what is happening, or even to gag those who want to speak against the project or improve the project and make greater gains for their constituencies.

It is ironic that Eversheds quoted in its locus standi challenge the 24th edition of “Erskine May”, pages 949 to 950, in support of the proposition that we should be gagged. The section on

“Members and Officers of the House disqualified as agents”

states:

“No officer or clerk in the service of either House is allowed to transact private business before the House for his emolument or advantage, either directly or indirectly.”

The previous sentence states:

“Members may not be agents, though they can deposit petitions on behalf of parties”.

I hope that there is no implication from Eversheds that any of the Members of Parliament who have made representations on behalf of their constituents on HS2 are

“in receipt of emolument or advantage, either directly or indirectly”,

but we know that Eversheds certainly is.

[The Minister of State, Department for Transport (Mr Robert Goodwill)]

Further to that point of order, Madam Deputy Speaker. May I just make it clear that the rules on locus standi are very clear and we are following them to the letter?

[Mrs Gillan]

Further to that point of order, Madam Deputy Speaker. This is not a matter of the letter of the law, but the fact that it is wrong to prevent Ministers, Members of Parliament and even the Speaker from informing a Committee of the other House about a project that has been through this House in its first stage.

Great Northern Great Eastern Upgrade: Compensation

Robert Goodwill Excerpts

Thursday 5th May 2016 Westminster Hall

[The Minister of State, Department for Transport (Mr Robert Goodwill)]

It is a delight to serve under your chairmanship, Ms Vaz. I thank my hon. and learned Friend the Member for Sleaford and North Hykeham (Stephen Phillips) for securing this debate on the upgrade of the Great Northern Great Eastern railway line and the impact on the residents of his constituency and beyond.

I will first say a few words about why the Government have chosen to invest in our rail network. We are undertaking the biggest transport infrastructure project in Britain since the coming of the motorways, because we have chosen to invest for the future. We are making journeys simpler, better, faster and more reliable, and we are making transport safer and more sustainable. The investment we are making today will help prepare our country for tomorrow. Our plan will support jobs, enable business growth and bring the distant parts of our country closer together. We are supporting a record £70 billion investment in rail, roads, ports and airports. For our railways, we are undertaking the biggest rail modernisation project since Victorian times.

Building world-class infrastructure is vital if we are to build a stronger economy. We are ensuring that every part of Britain benefits from the growing economy and that everyone who works hard gets the opportunities they need to succeed. That includes, for example, High Speed 2, which will connect London Euston to Birmingham, Leeds and Scotland, as well as new, British-built intercity express trains for the east coast and great western rail routes and the electrification of the midland main line. Indeed, on Monday, I will be in Doncaster to mark the start of the building of the HS2 college, which will ensure that we have the skills to deliver such projects.

Rail passengers today are already seeing the fruits of our labour following the renovation of many of our busiest stations, including Manchester Victoria, Birmingham New Street, and the landmark stations at King’s Cross and St Pancras International. We have truly entered a new age of the railway, which will leave a lasting legacy for future generations. Our railway and its supply chain contribute up to £9.3 billion in gross value added per year. It employs 212,000 people and provides tax receipts of up to £3.9 billion. The sector is succeeding in winning custom and investment on a level that was unthinkable just a few decades ago.

The strategic purpose of the GNGE upgrade was to provide high-quality freight paths between Peterborough and Doncaster, via Lincoln, on a 24/7 basis. Modal shift of freight from road to rail is good for the country. Rail presents a faster, greener, safer and more efficient way to transport loads across Britain. It has been said that for every freight train operated, 60 lorries are removed from the road network—lorries that thunder past people’s homes. The upgrade will allow for up two freight trains an hour to be diverted away from the east coast main line, thus freeing up capacity for more long-distance passenger services, which will be needed when the new intercity express trains start operating on that route.

The upgrade complements other vital work that is helping to unlock major bottlenecks at York, London King’s Cross, Peterborough, Nottingham, Hitchin and North Doncaster. For example, passengers from Cambridge no longer have to cross the east coast main line, increasing the reliability of that route and making journeys better. The significant upgrade between Peterborough and Doncaster via Spalding and Lincoln was one element of a wider package of work to improve the region’s railways.

Another strategic objective of the upgrade was to improve safety and to make the railway more sustainable. It now delivers significant operational cost savings through the abolition of 16 manned signal boxes, estimated at £l million per annum. It has allowed for the replacement of 26 level crossings, as well as lower maintenance costs through the replacement of old jointed rails with continuous welded track, which is designed to reduce noise and vibration for neighbours, while dramatically extending the major maintenance intervention period to 15 years. In fact, comparative analysis between continuous-welded and older jointed track indicates that noise and vibration are reduced by up to 60% as a result of re-railing.

Across the country, Network Rail is developing a range of techniques to reduce rail noise. They include rail grinding, which provides a smoother contact surface, leading to less noise when trains run over it; noise barriers along the side of the track; track dampers fitted to the rails to reduce vibration and noise when trains run over them; and composite brake blocks, which reduce noise significantly compared with previous cast iron ones. The vast majority of the UK rolling stock fleet now has these fitted.

Since completion of the upgrade on the GNGE route, freight traffic has increased as services have been diverted from the busy east coast main line. This obviously represents a change in usage of the line, which previously had a limited day time passenger service. I am aware that there was extensive consultation about this upgrade, including numerous community exhibitions, drop-in sessions, public meetings and presentations to parish councils. Network Rail also held a comprehensive schools engagement programme to help to raise awareness about safety matters associated with the railway.

My hon. and learned Friend will be delighted to hear that the work to specify the next east midlands franchise is under way. We will be seeking views from stakeholders and passengers later in the year about what they would like from the new franchise, including the GNGE route.

Turning to the specific matter of compensation, I thank my hon. and learned Friend for continuing to raise the issue, which I know is important to him and his constituents. I will liaise with the Rail Minister, my hon. Friend the Member for Devizes (Claire Perry), to address the points he made, particularly the correspondence he referred to.

Passengers are at the heart of what we do in the Department, and the Rail Minister has written to Network Rail to encourage it to take an active interest in noise and vibration on the GNGE line and look into conducting studies of any increase in them caused by extra freight traffic.

Oral Answers to Questions

Robert Goodwill Excerpts

Thursday 28th April 2016 Commons Chamber

[Ruth Cadbury (Brentford and Isleworth) (Lab)]

4. What estimate he has made of the potential cost of transport infrastructure for a third runway at Heathrow.

[The Minister of State, Department for Transport (Mr Robert Goodwill)]

The Airports Commission assessed the surface access requirements of each short-listed airport proposal as part of its work published in July 2015, and it estimated that there would be a cost of up to £5 billion for surface access works in relation to the Heathrow north-west runway.

[Ruth Cadbury]

There are clearly widely differing estimates of the capital costs of building an additional runway at Heathrow, but what is not in dispute is that building an additional runway there will cost significantly more than building one at Gatwick. If the Government decide to go ahead with expanding Heathrow, who will pay the difference—the airline passenger or the taxpayer?

[Mr Goodwill]

The hon. Lady is absolutely right that some of the estimates for surface access differ widely, even by the standards of some economists. One must bear in mind that the three sets of figures include different things over different timescales, the main ones being the work required exclusively for airport capacity, where the airport would be expected to make a major contribution; the projects that support airport capacity, but have wider benefits; and those in the Transport for London figures, which are needed in respect of wider population and economic growth during the next 20 to 30 years.

[Andy Slaughter (Hammersmith) (Lab)]

Do the Government accept the Airport Commission figure, which is £5 billion, the £2 billion from Heathrow or the £18 billion from TfL? Is this not just more of the 30 years of disinformation we have had out of Heathrow? When are the Government going to come to a decision, make their view clear and stop delaying matters just because of elections?

[Mr Goodwill]

If the hon. Gentleman had been paying attention to what I just said, he would know that I explained that those figures relate to different things over different timescales. On the decision, perhaps he could wait until my hon. Friend the Member for Twickenham (Dr Mathias) poses her question to the Secretary of State.

[Tom Elliott (Fermanagh and South Tyrone) (UUP)]

Can the Government give us any indication of the time period for construction from when the decision has been taken until the runway at either Gatwick or Heathrow is completed?

[Mr Goodwill]

It is important to note that the additional time we are taking to look at a number of economic and environmental factors will not delay the delivery of a runway at whatever location is decided on.

[Jim Shannon (Strangford) (DUP)]

7. What plans his Department has to improve infrastructure for electric cars.

[The Minister of State, Department for Transport (Mr Robert Goodwill)]

The Government have committed £600 million in this Parliament to support the uptake of electric vehicles. The UK has the largest network of rapid charging points in Europe, with a total of more than 11,000 public chargepoints. We will be announcing further details of the next phase of plans to expand the UK’s charging network later this year.

[Jim Shannon]

I thank the Minister for that response. I had a meeting a few weeks ago with Nissan, one of the vehicle manufacturers here in the UK. Nissan set out clearly the significant changes there have been in electric cars, with better acceleration and power, and longer battery life. We need charging points where people are: in the high street, in garages and in shopping centres. That is the way forward—to make them accessible in the places where the people and electric cars are. Does the Minister agree?

[Mr Goodwill]

The hon. Gentleman is absolutely right that there is a much wider range of vehicles, many of which are built in the United Kingdom. We have seen a big increase; last year, more ultra-low-emission vehicles were registered in the UK than in the previous four years combined. I am very pleased that Ulster was one of the UK’s eight plugged-in places, which received £19 million of funding from the Office of Low Emissions Vehicles.

[Maggie Throup (Erewash) (Con)]

As the Minister will know, work has finally started on the new Ilkeston train station, where I am sure there will be at least one charging point for electric cars. It is vital that this major new investment brings as much benefit to our town as possible. With that in mind, will he back my campaign to establish a new electric bus route to link the station to the town centre, and will he look into how his Department might contribute to that project?

[Mr Goodwill]

I can tell my hon. Friend that great advances are being made not only with electric cars but with electric buses. I was at the Wrightbus factory in Ulster recently, where buses that will go all day are on a charge. Those vehicles would be perfect for the sort of project that she suggests.

[Christian Matheson (City of Chester) (Lab)]

Not just physical but intellectual infrastructure is required to support the electric vehicle industry, not least because the extreme voltages are extremely dangerous to people who do not know what they are doing and because the engines are entirely different from petrol and diesel engines. Has the Minister seen the campaign by the Institute for the Motor Industry for a proper accreditation, training and licensing system to spread knowledge about electric vehicles, and might his Department be able to support it?

[Mr Goodwill]

It is certainly important that the people who work on these vehicles are adequately trained. But I would caution the hon. Gentleman about suggesting that electric vehicles are more dangerous than the alternatives; anyone who has seen a petrol tank catch fire will realise that electric vehicles are intrinsically very safe.

[Dr Tania Mathias (Twickenham) (Con)]

8. When the Government plan to announce a decision on the location of a new runway in the south-east.

--- Later in debate ---

[Dr Lisa Cameron (East Kilbride, Strathaven and Lesmahagow) (SNP)]

9. What steps he is taking to promote low-carbon transport.

[The Minister of State, Department for Transport (Mr Robert Goodwill)]

The Government are committed to delivering the emissions reductions needed to meet our climate change targets. That includes promoting the uptake of low-emission vehicles, reducing emissions from the road freight sector, and encouraging sustainable choices such as walking and cycling.

[Dr Cameron]

A quarter of the UK’s greenhouse gas emissions come from transport emissions, which the Government have pledged to cut. Will the Minister follow the example of the Scottish Government, who are committed to investing £62.5 million to create low-carbon infrastructure?

[Mr Goodwill]

I will take no lessons from the Scottish Government on low-carbon infrastructure. We have some very tough targets—for example, for the electrification programme on our railways—which we are determined to meet. We will set our fifth carbon budget later this year and publish our emissions reduction plan shortly afterwards.

[Rob Marris (Wolverhampton South West) (Lab)]

Electric cars are a form of low-carbon transport. Given the disasters with the nuclear power stations in Normandy and Finland involving EDF, will the Minister explain whence the electricity for all these electric cars?

[Mr Goodwill]

Electric cars can benefit from surplus electricity overnight and use that off-peak electricity very effectively, and I for one believe that nuclear generation will be part of our future energy strategy.

[Graham Jones (Hyndburn) (Lab)]

Too few companies in east Lancashire either offer or advertise the cycle to work scheme. What can the Government do to extend the scheme in areas such as mine?

[Mr Goodwill]

The Treasury is an enthusiastic backer of the cycle to work scheme, and I know that many people have taken it up and that many companies can make sure their employees get information about it. It is a great scheme that gets a lot of people on to two wheels and reduces not only carbon dioxide emissions but other pollutants that cars produce.

[Daniel Zeichner (Cambridge) (Lab)]

The most low-carbon forms of transport are cycling and walking. Extraordinarily, the Government chose to release the long-awaited “Cycling and Walking Investment Strategy” on Easter Sunday, although I can understand why the Minister did not want people to notice it, because while it is long on aspiration it is rather short on investment. Cycling UK has produced a detailed breakdown and concludes that by 2020-21 the amount of money spent on cycling outside London will be just 72p per head. How far does he think that the CWIS can go on 72p?

[Mr Goodwill]

I think we should hang on a minute. When we came to power in 2010, we were spending £2 per head, but by the end of the coalition we were spending £6 per head, which is a very good record of investment in cycling. In the spending review, the Chancellor confirmed more than £300 million for cycling over the next five years, and many of the decisions on cycling are made by local authorities, some of which, at least, are still run by the Labour party.

[Daniel Zeichner]

I think that was an admission of a dramatic cut to cycling, but let us move on to walking. As we approach walk to work week, which I am sure we will all be doing, it is interesting that the strategy contains no measurable targets for walking at all. When I pressed the Minister in written questions, he sidestepped the issue and claimed that the strategy contained two “objectives” for walking. Why do we have to wait until 2025 to have any measurable targets?

[Mr Goodwill]

We are determined to increase levels of walking—children walking to school and people walking as part of their everyday lives—and I know that many people understand the importance of walking not only to improving our transport infrastructure but to contributing to cleaner air in our cities.

[Mrs Caroline Spelman (Meriden) (Con)]

10. What steps are being taken to ensure that ticket offices at train stations are accessible to disabled people.

--- Later in debate ---

[Fiona Bruce (Congleton) (Con)]

12. What steps he is taking to provide funding for local major transport projects.

[The Minister of State, Department for Transport (Mr Robert Goodwill)]

This Department is providing over £7 billion for the local growth fund, which will fund over 500 local transport projects by the end of the Parliament. As part of that fund, we have launched a new £475 million fund for transformational local transport schemes that are too large for the main allocations, and we have invited local enterprise partnerships to bid by July.

[Fiona Bruce]

The construction of a 20-year awaited bypass for Middlewich would not only alleviate local congestion but open up employment land and thus support the regional economy by helping to create jobs. Will the Minister meet me and Cheshire East Council representatives to discuss the merits of a funding application for this project?

[Mr Goodwill]

I would be happy to have that meeting, particularly if my hon. Friend involves the local enterprise partnership, as LEPs are central to putting these bids together. These types of investments are important for the local regional economy and some of the councillors’ own objectives might be relevant.

[Mr David Hanson (Delyn) (Lab)]

Will the Minister look very carefully at the plans that are being forwarded by the Mersey Dee Alliance for a direct strategic rail link to Manchester airport? Such a link would have a dual benefit, speeding traffic to the airport while taking cars off the M56.

[Mr Goodwill]

That is just the sort of project that Transport for the North will be looking at. As aviation Minister, I understand the importance of good surface connectivity to airports to ensure that they can continue to grow, and Manchester airport, with its £1 billion investment programme, is an example for others to follow.

[Philip Davies (Shipley) (Con)]

The Government have given considerable amounts of money to the Labour-dominated West Yorkshire combined authority, which spends most of the money in the Labour heartlands, ignoring the needs of areas such as mine. A Shipley eastern bypass, for instance, is vital to my local economy. How can the Minister ensure that the Government’s money is spent in areas like Shipley as well as in the Labour heartlands? If he cannot persuade the Government to act, will he directly fund the bypass that my constituents so desperately need?

[Mr Goodwill]

One of the important changes that have taken place since our move from regional development agencies to local enterprise partnerships is a tendency to give more consideration to business and economic matters than to some local political objectives. I think that that is a great change, and I hope that, as a consequence, there is far less pork-barrel politics in Yorkshire.

[Sue Hayman (Workington) (Lab)]

A number of major transport projects are mentioned in “The Northern Powerhouse”, but west Cumbria seems to have been omitted. Will the Government look into how we can improve our transport links, and, in particular, will they give consideration to the nuclear developments that are taking place in the region?

[Mr Goodwill]

We recognise that all parts of our country, including the peripheral areas, benefit from transport investment. The good news is that this Government understand the importance of infrastructure investment, unlike previous Governments who did not see it as such a priority.

[Iain Stewart (Milton Keynes South) (Con)]

13. When he last had discussions with the Driver and Vehicle Standards Agency on the administration of driving and theory tests.

--- Later in debate ---

[Stephen Phillips (Sleaford and North Hykeham) (Con)]

14. What plans the Government has to encourage cycling in rural areas.

[The Minister of State, Department for Transport (Mr Robert Goodwill)]

On 27 March—during the Easter break, when people had plenty of time to read it—we published the draft “Cycling and Walking Investment Strategy.” We want everyone in the country, including people in rural areas, to have access to safe, attractive cycling routes. Local authorities have a detailed understanding of their roads, and are well placed to decide how best to provide for cyclists on them.

[Stephen Phillips]

Safe and attractive cycling routes are important, but a number of constituents who are keen cyclists have written to me about the problem of potholes, of which I have personal experience—and a scar to prove it, although I do not intend to show my hon. Friend where it is. Will he join me in welcoming the £28.4 million that Lincolnshire County Council will receive this year for highways maintenance, and will he also encourage highways officers in Lincolnshire to continue to do what they can to reduce the risk posed by these dangerous potholes?

[Mr Goodwill]

Lincolnshire is a wonderful county for cycling, not least because it is relatively flat. The Government have allocated substantial funds for the repair of potholes, but I would encourage local authorities to concentrate on how effectively they are using that money. There is some good new technology out there which will mean that potholes can not only be repaired but stay repaired. We often hear stories about potholes being temporarily repaired and then opening up again very quickly.

[Diana Johnson (Kingston upon Hull North) (Lab)]

15. What recent progress has been made on rail electrification schemes in the north of England.

--- Later in debate ---

[Ian Blackford (Ross, Skye and Lochaber) (SNP)]

Over the past 10 years, destinations and routes from Scotland have doubled, but flights to London have fallen by more than a third. Not only do we need starter routes, such as the Inverness to Heathrow route that we will have next week, but we need to up the frequency of these routes and guarantee them, as that would allow them to bed in and become fully established. Will the Minister establish a point-to-point public service obligation, including specific regional hub airports, and do all he can to create PSOs for airports such as Skye in my constituency?

[The Minister of State, Department for Transport (Mr Robert Goodwill)]

We absolutely understand the importance of PSOs and of aviation, particularly for island communities. I am pleased that we have seen such a successful uptake of many of these routes, a number of which have been started without needing subsidies because of the buoyancy of the economy and the aviation sector.

[Richard Graham (Gloucester) (Con)]

T4. The slogan of CrossCountry trains is “Going that bit further”; my constituents would be delighted if it did exactly that and instructed more than three out of 63 trains a day on the inter-city service between Birmingham and Bristol to stop at the city of Gloucester. Will the Minister with responsibility for rail confirm whether the Department will require CrossCountry to restore decent commuter services from Gloucester on that line as part of its franchise extension?

--- Later in debate ---

[Mr Alistair Carmichael (Orkney and Shetland) (LD)]

What are the Government doing to stem the flow of job losses among British qualified seafarers? In particular, will the Minister with responsibility for shipping have a look at how some of our regulation operates here? My constituents tell me that the operation of the certificates of equivalent competency, for example, are putting them at a disadvantage compared with seafarers from other parts of the world.

[Mr Goodwill]

We certainly have the best-qualified seamen in the world, due in no small part to the tonnage tax scheme and the SMarT—support for maritime training—funding of £15 million a year. It is of concern if less-qualified people are taking jobs. I know that there are particular problems in the North sea with regard to jobs being cut. I would be pleased to meet the right hon. Gentleman to talk about the matter in more detail.

[Jack Lopresti (Filton and Bradley Stoke) (Con)]

Will my hon. Friend reassure me that the Department is training apprentices and investing in apprentice-training programmes, so that the country can continue to have the skills and expertise to keep on with our world-leading transport infrastructure programme and improvements?