---

Transport Disruption (Winter 2010)

I will mull that over and provide an answer before the end of the debate. The hon. Gentleman asked about snow wardens. The Local Government Group has set up a website for local authorities to share best practice, including what to do about snow wardens and encouraging that process. I understand that many authorities already have snow warden schemes in place. The hon. Member for Bolton West suggested that we might do more to lean on local authorities. We try to resist the temptation to suggest that Whitehall knows best—that we can always run what happens in Kettering better than people in Kettering can. We do not want to do that. I draw the hon. Lady's attention to the fact that a local authority has a general duty under section 41 of the Highways Act 1980 to ensure, as far as is reasonably practical, that safe passage along a highway is not threatened by snow or ice. If she or anyone else thinks that local authorities are failing in that duty, they can of course pursue them appropriately, but that is the general duty that I hope gives some reassurance and cover. I was asked about variable message signs on highways to improve the information that can be displayed. I take the point that sometimes messages are first seen from a long way away and may not be current when they are reached. I also take the point—I referred to it earlier—that localised weather conditions can be such that the message actually gives inaccurate information. However, the Highways Agency is widening the use of variable message signs to improve the messages that can be displayed during severe weather. They will now be able to be used to provide severe weather-related incident information and warnings of forecasts of severe weather, as well as messages saying that weather will be particularly bad in any particular area. The agency is trying to provide that information in a more localised and more up-to-date fashion, bearing in mind the constraints that I mentioned. As was mentioned, the Highways Agency is developing a comprehensive publicity campaign for this winter, which is aimed at encouraging road users to take more responsibility for their actions during severe weather through focused messages. Road users are being encouraged to plan their journeys ahead of severe weather, to check weather forecasts before setting out, and to prepare their car and carry an emergency kit with them. Variable messages will be used to make that point to drivers. The campaign is called ““Make time for winter””. I am happy to tell the hon. Member for Liverpool, Riverside that that partnership marketing campaign takes on board the comments made by her Committee and responds directly to them. The campaign was launched on 24 October, in unison with the Cabinet Office's ““Get Ready for Winter”” and Scotland's ““Ready Scotland”” campaigns. I hope that they will be useful in making drivers consider their actions carefully throughout the winter period. It is difficult to be specific about whether drivers should go out. Ultimately, people have to make their own judgments based on common sense. It is common for the Government tell individuals not to fly to a particular country because of the political situation unless they have to. We have to rely on individuals to make those judgments for themselves. All we can do is put a flag up and say, ““Hang on a minute, look at the facts in this particular case.”” That is what we will try to do. The information about Highways Agency telephone lines has now come to me. I am told that the agency has a wide range of channels for members of the public to contact it and is not aware of any particular problems with the telephone line systems. However, as the hon. Member for Barrow and Furness raised the matter, I will look into it and write to him with any further information. The Highways Agency carried out a complete review of its performance last winter, taking into account the recommendations of both the Transport Committee and the Quarmby audit. It has worked with a number of key stakeholders to develop measures to improve preparedness for severe weather this winter. I have referred to some of those measures, but it is also carrying out a series of winter snow desk exercises and stakeholder briefing sessions to test its preparedness for the coming winter, and issuing guidance to service providers to confirm elements of the winter service that need to be exercised in advance of winter. It has taken other steps, including better liaison with the Met Office, to return to an earlier point. I mentioned that I regularly raise passenger information during disruption with train companies. It may be useful for hon. Members to know that the Office of Rail Regulation has been consulting on making good passenger information a licence condition for train operating companies. I understand that it is likely to announce its conclusions shortly, after consultation, and I will be interested to hear what it says—it is, of course, independent of Government. It may be useful to comment on the train companies' preparation in terms of both trains and the network, so that we can be more confident than perhaps some people have been in the resilience of the rail network for the coming winter. I think that it is fair to say that both the train companies and the Network Rail have taken significant steps to improve their preparedness compared with last year—and, indeed, last year was better than the year before. Network Rail now has key route strategies for each route, which set out arrangements for keeping route lines and critical junctions open and which facilities can be expected to be provided. On the routes that are electrified with third-rail current—a point raised by the hon. Member for Barrow and Furness—which are by and large south of London, Network Rail has introduced conductor rail heating in critical locations, which will keep it clear of snow and ice. The pilot projects so far have been successful and we are considering further roll-out. Network Rail has also introduced a new and improved snow and ice clearance train, including a snow plough and equipment to keep the conductor rail free of ice and snow. The hon. Gentleman also asked whether the commitment to meet certain deadlines by 1 December had been met. I am assured that the answer is yes, it has been met. Extra point heaters have been installed in some locations to ensure that points remain operational—as hon. Members will know, points are particularly vulnerable to freezing, which can then cause a major problem in either direction for quite some distance—and maintenance has been carried out on existing point heaters to ensure that they remain reliable. The train companies have already undertaken maintenance work on their train fleets to improve reliability during winter operation, including action to minimise problems with frozen sliding doors and frozen couplings. Some fleets on the third-rail network have been equipped to spray de-icing fluid to keep the conductor rail clear of ice and snow. They have also ensured that supplies of salt and de-icing products are available at stations and depots, to keep platforms and other areas clear of snow and ice for the benefit of passenger safety. The train companies are also being encouraged by us to liaise with local highway authorities to ensure that roads leading to stations and depots are kept clear of snow and ice—the hon. Member for Liverpool, Riverside talked about co-ordination across modes—and staffing arrangements have been reviewed to ensure that staff are available to operate the service. A number of train companies have made arrangements to accommodate staff who are unable to get home. Several train companies have produced contingency timetables that will be introduced in the event of severe winter weather. They have been validated by Network Rail to ensure that they are capable of being operated robustly. Improvements in timetabling software mean that they can be uploaded to industry journey-planning systems overnight. Steps have been taken—sometimes high-tech, sometimes low—to improve trains and keep them resilient, including, according to my crude understanding, stuffing a sock into the horn to ensure that it does not fail, because if the horn fails, the train cannot go out. Every possibility, therefore, is being covered by the train companies to ensure that trains run. My experience last year was that the train companies tried hard to ensure that trains ran—for example, Virgin ran trains to get people home, although they had to run slowly. One of the points I make to officials and others in the rail industry is that it would not be right to penalise companies through their performance measures if they were doing the right thing and getting passengers home rather than meeting some abstract performance measure. Southern also performed well by running diesel stock down the Brighton main line, which enabled passengers to get home under diesel traction when the third rail was not available; other companies took similarly helpful measures. The information from one or two companies was clearly inadequate, which caused a great deal of unhappiness among passengers, but I am confident that those companies will be much better prepared to deal with passenger disruption this year. I hope that I have covered most of the points made today. If I have missed any out, I will pick up on them and write to Members accordingly.