Contribution
I do not know the detail of the proposals of which the hon. Member speaks, but I am well aware that there are bottlenecks on our road systems. This has to be looked at carefully. I learned a lesson about increasing road capacity many years ago when I was a planning student, and of course I remember the widening and further widening of the M25. I once had a boss who said, “You can throw seeds to the pigeons but you will get more pigeons coming to get the seeds.” People will remember the old days when we were able to feed seeds to the pigeons in Trafalgar Square, but that was stopped. We have to do the right stuff in the right way, because otherwise we could end up making the problem worse, but I take her point about the sense of frustration for her constituents.
I want to touch on road safety. Given that our serious road casualty and road injury statistics have flatlined in the UK in recent years, I am concerned that the funding for road safety research has been cut, despite the backdrop of the Government’s plans for road safety. I know that we are due to see the road safety strategy towards the end of the year, so why has that research funding been cut?
To move on to maritime, the UK Shipping Office for Reducing Emissions, otherwise known as UK SHORE, has a research and development programme that was set up to develop innovation to reduce maritime emissions and create skilled jobs across the country. Funding for UK SHORE is coming to an end this year. We are still waiting for the final evaluation report. Meanwhile, the advanced manufacturing sector plan, published this week, said that there would be
“a further £30 million towards the development of clean maritime solutions through the UK Shipping Office for Reducing Emissions (UK SHORE) from 2025 to 2026”.
My question is, will that £30 million be sufficient for the Government’s long-term plans for UK SHORE, given that, as I am hearing, the UK appears to be lagging behind competitor countries on decarbonising maritime?
On walking and cycling, I welcome the sizeable increase for day-to-day and capital spending for Active Travel England after the cut made by the previous Government, and the fact that this is an increase for the next year. However, these figures for growth appear inconsistent with the spending review announcement of a four-year figure, which, when divided by four, looks like a reduction. I wonder whether the Minister could respond to that.
The last mode I will mention is rail. Rail reform will no doubt significantly affect the size and shape of the Department’s spending on rail. The Department is right to be planning for savings and efficiencies as a result of the creation of Great British Railways removing duplication, in particular, while also delivering a better rail service for passengers. My Committee will pay close attention to the Department’s rail reform plans—not just the new structures it establishes, but how effectively those new structures are able to achieve the Government’s aims.
Does the Department have a costed, achievable plan for reducing the cost base by £200 million, as stated, and for growing passenger revenue, as shown in the estimates memorandum? What level of subsidy will continue to be required?
I look forward to responses to my specific questions on the estimates, but I would like to address a couple of other issues on revenue and investment funding. Fines, fees and charges are mentioned only once in the main estimates for transport, namely in the increase in the charge for the existing Dartford crossing. In a report published last week, the National Audit Office has said that
“The government is missing opportunities to deliver efficiencies and share good practice.”
and that
“it is unlikely that the current arrangements for fees and charges will deliver value for money for customers, businesses and taxpayers.”
I will provide two examples. The Driver and Vehicle Licensing Agency spends £175 million a year on the costs of licences, but only £135 million comes in through fees. Is that sustainable? The fee for the driving test has been unchanged for years. In effect, learner drivers are incentivised to take their tests too early, as it is cheaper to have a go at the test than to have another lesson. Should the Driver and Vehicle Standards Agency not be empowered to respond to that?
Are the Government addressing this policy vacuum on fines, fees and charges? We need a coherent strategy where each is set at a level that addresses a particular objective—this might be to incentivise or disincentivise, to cover costs, to track the retail prices index, or whatever.
It is important to evaluate how capital investment is spent, given past challenges with managing large infrastructure projects such as High Speed 2. I welcome the announcement regarding its reset; the Committee is planning to hear from Mark Wild, chief executive of HS2, on 9 July.
Finally, I will repeat the point I have made before in this Chamber about the need to develop more, and more innovative, forms of funding transport infrastructure —land value capture, risk sharing, private finance initiatives and more. Putting all that together, we can ensure that all parts of the country can benefit from badly needed transport infrastructure investment in the future.