Oral Answers to Questions

Adrian Sanders Excerpts

Thursday 20th March 2014 Commons Chamber

[Mr McLoughlin]

I announced a number of follow-ups that I took as a result of that particular franchising problem—I was incredibly open with the House about it—through both the Laidlaw inquiry and the Brown inquiry. I do not recognise the £55 million figure that the hon. Gentleman talks about.

[Mr Adrian Sanders (Torbay) (LD)]

T3. Will the Minister commit to looking at the electrification of the Penzance to Paddington route, a scheme which, at a fraction of the cost of HS2, would benefit everyone in the south-west, unlike some of the other promoted schemes that would benefit only some people at the expense of others?

[The Parliamentary Under-Secretary of State for Transport (Stephen Hammond)]

In 2012, the Department commissioned a study from Arup to look at electrification to the west of Newbury. We have already seen some of that study’s results, which indicate that there is a very good business case for going to Bedwyn, and further results from that study are being considered by the Department.

Oral Answers to Questions

Adrian Sanders Excerpts

Thursday 28th February 2013 Commons Chamber

[Mr Burns]

I can tell the hon. Lady that we are certainly looking at that and will continue do so, although I do not imagine that she was making those points in this House when the franchise was put together by her Government.

[Mr Adrian Sanders (Torbay) (LD)]

Is there not now a wonderful opportunity in this impasse to make sure any future franchise will ensure that the second-largest urban conurbation in the far south-west will retain direct rail services to London?

[Mr Burns]

The hon. Gentleman has raised this issue on a number of occasions, and I understand fully why he does so. This is certainly an issue that can be considered when any future franchise bid is being prepared.

High Speed Rail

Adrian Sanders Excerpts

Monday 28th January 2013 Commons Chamber

[Mr McLoughlin]

I am sorry that the hon. Gentleman feels that way. We have just announced a major investment in dualling the A1 up to Newcastle, and I will look at other schemes in due course.

[Mr Adrian Sanders (Torbay) (LD)]

May I lodge with the Secretary of State some very real concerns from the far south-west in Devon and Cornwall? The area already suffers from the slowest rail speeds and most expensive fares, yet billions of pounds are being invested elsewhere. What message can he give the people of Devon and Cornwall that they will benefit directly from that investment?

[Mr McLoughlin]

I very much recognise the position faced by the hon. Gentleman’s constituents as far as the great western line is concerned, and I have organised a special briefing for Members of Parliament from Network Rail about that section of the rail network. As a new member of the Transport Committee, the hon. Gentleman will want to keep that under guard.

Oral Answers to Questions

Adrian Sanders Excerpts

Thursday 17th January 2013 Commons Chamber

[Mr McLoughlin]

I accept what my hon. Friend says and I hope that he will come to the meeting I am organising with Network Rail, which I will also attend. I am trying to break it into regions in the parts of the area served so that Members can discuss their concerns directly with Network Rail.

[Mr Adrian Sanders (Torbay) (LD)]

There are two other important areas within the south-west that raise potential problems for the resilience of rail services. One is the rail line between Exeter and Honiton, which also floods, but most crucially there is the coastal route between Exeter and Newton Abbot, which for decades has required a great deal of maintenance. We want certainty about the future of the resilience of our rail services in the south-west.

[Mr McLoughlin]

The Under-Secretary of State for Transport, my hon. Friend the Member for Lewes (Norman Baker), and I are aware of the problems affecting the hon. Gentleman’s constituents and the area he represents. As I said, at the meeting with Network Rail, we will be able to discuss in detail all the problems that Members are facing and—I hope—come to some solutions.

First Great Western Rail Franchise

Adrian Sanders Excerpts

Tuesday 20th December 2011 Westminster Hall

[Sarah Newton (Truro and Falmouth) (Con)]

It will be a great pleasure to serve under your chairmanship this morning, Sir Alan. Before I begin, I would like to thank my colleague, the hon. Member for Plymouth, Moor View (Alison Seabeck). Although I secured the debate, my hon. Friend, as I shall call her today, has worked very hard with Members across the region to co-ordinate our action to enable us to work as a team, because the rail franchise is important to everybody who lives in the south-west. I welcome the opportunity to debate the Great Western rail franchise before the public consultation begins, so that the Minister and her team at the Department for Transport—it is good to see them this morning—who will work on the draft franchise document, can listen to the views of key stakeholders and of hon. Members who represent constituents who depend on this vital service.

The rail franchise will not be the only one in the region, but it is vital. The Penzance to Paddington line, with all the branch line connections, is central to the connectivity of the south-west with the rest of the UK and international markets. The new franchise will be let in 2013. As part of the Great Western franchising process, the Government intend to issue a consultation document, which will include the opportunity for individuals and organisations to give feedback on the draft franchise specifications. It will be helpful if the Minister confirms today that she intends the consultations to start in January and conclude in April 2012.

I want to ensure that the mistakes of the previous Great Western franchise are learned. TravelWatch recently reported that the 2006 Great Western franchise proved unacceptable for all involved—passengers, politicians and the operator. After representations by concerned stakeholders, a fare strike and a top management reshuffle, significant timetable enhancements were made and additional rolling stock procured at extra cost to the taxpayer and the operator. We must avoid a repetition of that with the new franchise.

I have welcomed the fine words of the coalition agreement on reforming our railway system, and specifically on reforming the franchising process. In July, I welcomed the findings of the Government’s review into how rail franchising can be improved. There is widespread agreement that the existing system has become too prescriptive at the point of bidding and lacks flexibility once operational. Arguably, Government now exercise more control over the railways than they did in the days of British Rail.

Earlier this year, the Government set out the key principles for the new franchising process, which can be summarised as follows. The specifics of each franchise will be decided on a case-by-case basis, with bidders having a greater role in helping Government to refine and define specifications. The Government will set demanding outcomes for operators to deliver, but also give them more flexibility to decide how best to achieve those outcomes, thus giving greater space for operators to plan and run their services more commercially. Longer franchises should expand the opportunity for operators to invest in improvements, as well as enable them to strengthen their working relationships with Network Rail and other stakeholders.

There have been reviews and consultations over the past 18 months—most notably the McNulty review. As the Secretary of State said to the House last month in a written statement:

“Our railways are currently the most expensive in Europe. That is something we…must tackle. The recent review by Sir Roy McNulty found scope to cut rail costs by 30%—up to £1 billion a year. My Department is committed to working with the rail industry to develop a strategy to deliver a better value railway for the benefit of passengers, taxpayers and the wider economy.”—[Official Report, 15 November 2011; Vol. 535, c. 42WS.]

We all want to achieve that balance through the refranchising process.

The re-letting of the Great Western franchise will be one of the first of its kind to test the new process, so today, I want to share with the Minister some feedback that I have received from key stakeholders, and hon. Members will have the opportunity to give their feedback. First, I will summarise the key findings of the report published by TravelWatch in the south-west and the research undertaken by Passenger Focus. They agree with those of us who are here today that the south-west is well placed to contribute significantly to sustainable growth in the UK. Rail users and the business community see better connectivity as key to growth and the reduction of congestion, thus reducing sub-regional disparities in wealth, while accommodating the fastest growing population in England. In terms of gross value added, the south-west is projected to grow at a rate second only to that of London and the south-east. However, other parts of the UK are more productive, and that is largely due to the south-west’s poor transport links to other major parts of the UK. According to the university of Bath, productivity decreases by 6% for every 100 minutes of journey time from London.

The boom in south-west rail usage puts the industry’s planning forecasts in question. Usage has almost doubled since privatisation and virtually tripled in the Bristol travel-to-work area. Growth is not confined to the main line and the principal conurbations; branch lines throughout the south-west are the fastest growing in England, so the invitation to tender must give more priority to capacity. There is likely to be a capacity gap of about 100 million seats on mainline services over the next decade, despite the planned introduction of new inter-city express trains. The franchisee should deal with overcrowding, not by increasing fares to deter travel, but by having the right to bring in additional rolling stock without months of negotiation with Whitehall.

[Mr Adrian Sanders (Torbay) (LD)]

I congratulate the hon. Lady on securing the debate. Unfortunately, I have to leave at 10 o’clock for a Select Committee. Overcrowding goes to the nub of the issue. We recently gained extra carriages, but that has not even kept up with the increased demand on the branch line services to which they will be given. It is crucial that whoever gets the new franchise plans for additional growth to ensure that people are not put off travelling because they cannot get a seat or the train is overcrowded.

[Sarah Newton]

My hon. Friend makes an excellent point. Like Torbay, the maritime line in my constituency, between Truro and Falmouth, has been fortunate, and we are grateful to the Department for Transport and Cornwall council for contributing to extra carriages to ease some congestion. He is absolutely right; in the new franchise, it is essential that branch lines and increased capacity on them be considered alongside the main line. The south-west has suffered the lowest level of investment in its transport network and much of the system is already nearing the end of its planned life.

The region I am talking about today stretches from Wiltshire, Bristol and Gloucestershire, across the peninsula to the west, including Dorset, Somerset, Devon, Cornwall and the Isles of Scilly. The line is well over 300 miles in an east to west direction. Road and rail arteries have to travel disproportionately longer distances than those in the midlands or the north of England, because the populations are sparse and the distances between economic hubs greater. Whitehall has not understood that peninsular geography well since the post-war nationalisation of the former regional rail companies; therefore, over the years, Whitehall business case models for strategic investment have often not delivered extra investment in the south-west.

The decision to invest £5 billion in modernising the route from London to Bristol and Cardiff and to Oxford and Newbury is welcome, but the disruption caused by work on the main line and Crossrail will be felt across the franchise until the end of the decade. Without extra investment, electrification could adversely affect millions of passengers, beyond the electrified lines, such as those using the services from the south coast to Bristol and south Wales, to Weston-super-Mare and Taunton, services west of Exeter and those parallel to the M4 corridor from east Wiltshire through west Berkshire.

The Government are committed to progressive electrification of the network, which should be a priority for lines serving major employment centres, such as the Bristol travel-to-work area. It should also be a priority for diversionary routes to Bath and the far west via Westbury, and Wales via Gloucester, because that would relieve the Severn tunnel to Wales. Bidders should be encouraged to develop proposals for additional electrification schemes and to specify how they intend to meet any capacity shortfalls.

Reliable services are essential for business and for passengers. Investment should focus on eliminating bottlenecks and enhancing capacity to ensure delivery of reliable, user-friendly, clock-face timetables. The Government say that they want people to have a voice on service provision, and we all say hooray to that. The new franchise is an opportunity to give local stakeholders a say in their rail services. It may be time to explore whether the devolution of responsibility for infrastructure and operations to local partnerships might better align services to local needs.

Timetable planning must deal with existing pent-up demand and substantial latent growth. Today’s service levels barely meet demand. The franchisee should be incentivised to provide additional services where needed, particularly with the surge in demand that comes with electrification. There must be a mechanism for regular reviews of the service requirement with stakeholders. Passengers need a reliable, seven-day railway and the opportunity to travel somewhere and back in a day. Rail should do more to exploit that competitive edge by speeding up longer distance journeys to places such as Plymouth, Torbay and the far west.

The franchise’s trains are already by far the oldest main line fleet in the country. Bidders should have replacement plans for the diesel train fleet, with carriage lay-out and seating designed to accommodate the needs of the contemporary passenger. Where through-services are not practical, connections need improving. They need to be made more convenient, with adequate platform staff to assist with changing trains. Better co-ordination with the wider public transport network should be encouraged, and multi-modal and multi-operator information and ticketing should be promoted. The opening up at Old Oak Common of an interchange directly linking with Crossrail to Heathrow, High Speed 2 to the north and the proposed new link to High Speed 1 and the European high-speed rail network should be supported as providing a step change in connectivity to the south-west.

Stations can be focal points for the communities that they serve. Bidders should consider their improvement with imagination, and welcome active community involvement. The ticketing system should be made simpler and ticket purchase made easier, with greater use of electronic ticketing and a less punitive approach towards passengers who mistakenly travel on the wrong train with a restricted ticket. There is a continuing need to obtain value for money from lightly-used services if they are to be sustainable. The use of less onerous infrastructure and maintenance standards and light-weight vehicles could be appropriate without in any way jeopardising safety.

South-west lines that are run as community rail partnerships have experienced record-breaking passenger growth. The franchisee should at least match local contributions, which would therefore encourage complementary contributions from local authorities and other partners. The Government should encourage stakeholders to contribute their local insights, expectations and aspirations to the specification process.

I would like to share the feedback that I have received from some of my constituents about the rail services in my constituency, which reiterate the point made by my hon. Friend the Member for Torbay (Mr Sanders). We very much appreciate our branch lines and think that they should be included in the franchise. We are very concerned that if branch lines are not compulsory and stipulated by the Department, it would be possible for a future operator to choose not to run those services if they became financially unviable. Especially for those of us from Cornwall, it is also important that the Department stipulates the need for a sleeper service to Cornwall. We would very much like to hear a commitment to the potential upgrading of the service to include modern facilities, such as en-suite showers and toilets.

In relation to the current franchise specification, the Department for Transport could also consider improving journey times between Cornwall and London. The requirement to make stops—often for very few passengers —at all stations slows the train down. I would like the Minister to consider whether some London trains could have fewer stops, with passengers using local services to connect with larger stations such as Truro. That would dramatically reduce the journey time between Penzance and London.

Cornwall has a fantastic record of support from the local authority, local volunteers and local business. As a result, the maritime line is the fastest growing rural line in the UK. This could be an opportunity to make partnership working and localism an integral part of the new franchise by empowering the local authority with direct involvement in the specification of services. It is also very important that the franchise is realistic about growth. The number of vehicles currently operating in our west fleet is 147. The original franchise specification for 2006 said that 102 vehicles would suffice. The new franchise must start from where we are today—cuts would be absolutely unacceptable—and recognise the considerable potential for growth over its period of operation.

The fact that there is a range of hon. Members here today representing a broad range of constituencies across the south-west shows that this is a vital franchise, which will be a very good test of the Government’s new franchise regime. We want to work with the Minister to ensure that the new franchise meets the key principles that the Government have set out while, at the same time, improving the service on the Penzance to Paddington line and the many important branch lines that support it.

Coastguard Modernisation

Adrian Sanders Excerpts

Tuesday 22nd November 2011 Commons Chamber

[Mike Penning]

I know that it is difficult, but hon. Members should be careful about the emotive language that they use. When the Clyde co-ordination centre is not operational for whatever reason, its pair does the job on a regular basis. That happens and it happens around the country. That was why we went to this system and that was part of the submission. If the hon. Gentleman is disappointed by what I have said today, I must say to him that the previous Government’s proposals, which were on my desk when I arrived, were 10 times worse.

[Mr Adrian Sanders (Torbay) (LD)]

There will be great disappointment across south Devon at the announcement of the closure of the Brixham control centre. I know that the hon. Member for Totnes (Dr Wollaston), if she were able to be in the Chamber today, would share my concern. Can the Minister guarantee that there will continue to be a coastguard presence, if not the control centre, in the Torbay area? Will he consider the possibility of bringing other coastguard activities, such as the training of control centre and rescue staff and even volunteers, into the Torbay area to build on the reputation that the coastguard service has built up over decades?

[Mike Penning]

There is acceptance that the quality of Her Majesty’s coastguard is world-renowned. I was at the International Maritime Organisation’s assembly yesterday morning and the leader of the American coastguard was talking to me about that particular point. The proposals we have finished with today will allow us to have more money for full-time staff to train the volunteers, more equipment and a professional career and pay structure that we would all be happy with, rather than the structure we have today.

Drivers and Diabetes

Adrian Sanders Excerpts

Tuesday 12th July 2011 Westminster Hall

[John Thurso (Caithness, Sutherland and Easter Ross) (LD)]

I rise to raise the matter of type 2 driving licences for public service vehicles and large goods vehicles, particularly disqualification as a result of having insulin-dependent diabetes. I raise the matter primarily because a constituent, Mr Donald Campbell, has brought it to my attention, having had his licence removed in curious circumstances, which I will come to. However, I would like to say at the outset how grateful I am to Diabetes UK and other people who have been in touch to brief me on this debate.

May I say at the outset that I do not for one moment question that it is absolutely correct that, when medical conditions may cause a safety issue, they should be proscribed? A range of conditions are taken into account, and people who suffer from them, whether they hold group 1 or group 2 licences, may be prevented from driving. I do not for a moment question that. Having been a transport spokesman for my party two Parliaments ago, and having been a member of Standing Committees on various legislation, I am well aware of the importance of road safety and of this country’s extremely good track record. We obviously want to keep the number of deaths and injuries to an absolute minimum; we have a good track record compared with many other countries, and nothing should be done to prejudice that.

At the same time, although it is proper that people with some medical conditions should be prevented from driving, others—with proper supervision and consultation, perhaps with annual or periodic check-ups—should properly be permitted to drive. The other question is whether it is right to remove someone’s livelihood in the case of a group 2 licence when the example of other countries and, indeed, medical advice suggest that that is unnecessary.

I will give a rapid history, which I am sure the Minister is as well aware of as I am. The regulations precluding insulin-dependent diabetics from obtaining vocational licences were introduced in 1991, and annex III specifies that for drivers of LGVs and PCVs,

“driving licences shall not be granted or renewed for applicants or drivers who are diabetics needing insulin treatment”.

Since 1 April 1991, insulin-dependent diabetics have been barred by law from applying for such a licence, and indeed from renewal thereafter. A point in parenthesis is that those who held a licence under certain conditions had grandfather rights, and some people may still be driving with those rights. I will come to why that is important.

In August 2009, following reports from three medical working groups, the European Commission adopted an amending directive, 2009/113/EC, on the driving licence rules covering eyesight, epilepsy and diabetes. The change to the rules allows member states to issue group 2 licences to drivers with insulin-dependent diabetes when, in the opinion of a qualified medical practitioner, the condition is properly controlled and they pose no risk to themselves or other road users. That change should have been in force by August 2010, but the UK was unable to meet that deadline, and a consultation paper was eventually put out in February this year. The consultation has now closed, but I understand from a reply from the Minister to a parliamentary question that the Government are now saying that further input from some of those who have responded may be necessary. That is the situation at present.

My constituent, Donald Campbell, has type 2 diabetes. He was diagnosed in 2000, but was not treated with insulin until 2005, when he was advised by doctors to change his medication to slow-release insulin to protect his long-term health. Since then, his health has improved considerably, for which I am grateful, and at his annual check-ups his consultant tells him he is going from strength to strength. Mr Campbell notified the Driver and Vehicle Licensing Authority of his use of insulin in 2005, and his LGV licence was immediately withdrawn. However, two years later, in August 2007, the licence was reinstated. Mr Campbell was obviously extremely pleased about that, and returned to full-time driving with no problems. He renewed his licence in 2008 and 2009, so he had three years of driving. Not until last summer did the DVLA recognise that under the present regulations, it had reissued Mr Campbell’s group 2 licence wrongly. While Mr Campbell was driving, he experienced no problem whatever, and he has been driving alongside those with grandfather rights—hence their importance—and those from other EU countries who have already been given the right to drive on such licences. At the moment, his job is being held for him pending the possibility that the UK will catch up.

This is an opportunity for the Minister to right a long-standing wrong perpetrated by the EU. Had there been no original directive, undoubtedly the traditional elements of British fair play would have come into effect, and the sort of rules we are now contemplating would almost certainly have been those that Her Majesty’s Government adopted. It has come to pass that the EU, having seen the error of its ways, has put in place that which will allow the Minister to correct an obvious wrong—I know how much that will appeal to him. The change is open and available, and has been adopted by other EU countries, so it is peculiar that we are dragging our feet; perhaps the Minister will address the reason for that, and the safety aspect. Why are we content that drivers from all sorts of other countries enjoy that relaxation and are considered safe, but we do not extend that to our own people? Are there are any statistics showing whether insulin-dependent drivers are more likely than others to have an accident?

[Mr Adrian Sanders (Torbay) (LD)]

I congratulate my hon. Friend on securing this debate, which is not the first time in the last 15 years that the House has discussed the matter. I have had a similar debate. I suffer from diabetes, and I know people who can win gold medals, and others whom I would not trust to drive my lawn mower. The reality is that the decision should be based on an individual medical assessment, and I hope my hon. Friend agrees.

[John Thurso]

I entirely agree with my hon. Friend. The whole point of my case is that the medical profession can, with considerable accuracy, state when people should be taken off the road—I am sure that they apply a precautionary principle—and when they may be allowed to continue to drive. I am particularly concerned about group 2 licences—commercial licences—and my constituent. I received a recent e-mail from him which sums up the situation:

“I am sorry to be such a pain”—

he is no pain at all, I hasten to add, and has been extremely patient—

“but I am so exasperated with the whole issue—every time they take my licence away I am left trying to keep things going financially and this time they have wiped me out…Between the worry of keeping the bank off my shoulders and the boss needing to know when I’m coming back to work, I am drained.”

That shows the personal impact on my constituent. Given that the rules may be about to change and that the Government have put forward proposals that would permit him, subject to medical examination, to get back on the road and back to work, I suspect that he feels a little like a mouse that is being toyed with by a cat. The Government owe their citizens better than that. I throw myself at the feet of the Minister, whom I know is an honest and honourable man, and plead with him to lift that burden from my constituent.

--- Later in debate ---

[Mike Penning]

I think that Mr Campbell should be at the front of the queue in October—I think that that is the least we can do for him. I hope that he sees that the Minister understands what went wrong and is trying to address the matter as soon as possible. Yes, we will move the relevant orders in October, when the House returns from recess. The process will start in October in relation to the particular area of diabetes, and more work is required in the other areas. I hope that people understand that I need more time on the other two medical conditions.

[Mr Sanders]

I want the Minister to be under no misunderstanding about this. It is critical that whatever change is brought in enables people with diabetes to be confident about declaring to the licensing authority that they have the condition, because we do not know how many people there are with the condition who, fearing the loss of their licence, do not declare it.

[Mike Penning]

The hon. Gentleman has touched on an important point, which is one of the reasons why I have moved as quickly as I can on this issue. I want members of the public, after they have been diagnosed with diabetes and start treatment, to be confident about coming forward and saying that they have been diagnosed with type 2 diabetes—or whatever the condition is—and about being assessed fairly, so that either they can carry on driving in whatever categories they are designated as being able to drive in or they understand why, at that moment, their licence needs to be revoked and withheld from them. That will happen in some cases.

I can refer to my own experience with my father-in-law; I am sure that he will not mind my doing this. He was a complete scallywag about admitting that he was a type 2 diabetic in the first place, despite what all the doctors were telling him. He said that he could address the situation through his food intake or with tablets. Eventually, we convinced him that he had to go to insulin injections. In fact, it was not me; it was his daughters who eventually convinced him. They said, “You’re going to kill yourself if you’re not careful.” At the time, his medication had not been got right to the point where he could be allowed to drive. His diabetes was not controlled, so he had regular hypos.

People need to be able to have confidence that once their condition is addressed—if it can be—the independent medical practitioner assessing them will either allow them to drive or indicate to them what levels they need to be at to get their licence back. At the moment, there is a grey area. People think, “What do I need to do? Where do I need to be? Will I ever get my licence back?” The issue of fairness is fundamental. I think that that is what the hon. Member for Caithness, Sutherland and Easter Ross, who secured the debate, was saying. I will use an old-fashioned term—natural justice. I use it as much as I can as a Minister. There is an ex-Minister in the Chamber now for the next debate. I hope that all Ministers, when they look at the effect that they are having on a constituent anywhere in the country, look at whether justice is being seen to be done.

Licences are often taken away for the right reasons. I understand why they are taken away, but I do not think that we explain particularly well either the rationale for that or the likelihood of the situation changing. As I have said, the Government will produce new proposals in October. We want there to be an open, clean discussion in which things are explained. We want people to be told, “This is where we need you to be to get your licence back. You can’t have your licence back at the moment because you haven’t reached that point.” However, there is a link between visual impairment and diabetes, so in some circumstances people would be unlikely to get their licence back. My father-in-law is now registered blind, because of his diabetes. It was not treated early enough; he admits that that was his fault and nobody else’s. As a result, he will never get his licence back. We need to be honest with people, which is where natural justice and fairness come in.

I hope that I have been open and honest. We are proceeding as fast as we can. The representative groups for the other two medical conditions will criticise us for not moving as fast on those conditions as I have just announced that we are on diabetes. That is simply because I do not yet have the evidence base behind me to be confident enough from a road safety point of view—I am thinking of the driver as well as their loved ones and other road users—to move forward. As soon as I can move on the other categories as part of the review and the consultation, I will do so, but I hope that in October Mr Campbell will have some control over his future income and his life.

Rural Bus Services (South Devon)

Adrian Sanders Excerpts

Tuesday 28th June 2011 Westminster Hall

[Mr Adrian Sanders (Torbay) (LD)]

One of the answers is to get more people using the buses, so that they become more viable. Surely one of the best ways to make buses more viable is to get them to run on time. Reducing congestion between the hon. Lady’s constituency and mine—I am thinking of the Kingskerswell bypass—would have an enormous impact on bus use throughout Torbay and south Devon, because buses would be more likely to run to timetable.

[Dr Wollaston]

That is an excellent point. Reliability is a key issue—both reliability in timetabling, and the reliability that means a child who starts at a particular school will continue to be able to get there in the long term.

Another of my constituents, Richard Parnell, made the excellent point with reference to seasonal employment that he has been unable to get to many places because of the changes. Even when he was recently called to do jury service he found it very difficult to attend.

I mentioned bus 111 because it was, in a way, a victim of its own success, showing that the issue is not only cuts to rural subsidies; there is also the perverse impact of the way it has been possible to apply competition to the routes in question, since deregulation under the Transport Act 1985. Some 76 per cent. of bus journeys in Devon are on commercial services and, crucially, Devon county council is unable to consult on changes to commercial services. There have recently been 200 to 300 service changes each year, with only 56 days notice. That leaves little time for those affected to make alternative plans.

Service 111 was operated by Stagecoach under a tender paid for by Devon county council, which allowed Devon to specify the timetable, fares and bus specification. When the tender was due to expire, another operator declared the section between Dartmouth and Paignton to be commercial. To cut a long story short, the unviable parts of the route were cut out, and Devon was left to pick up the sections covering a number of villages, which are now cut off, with an inadequate service, the 149. Stagecoach registered its own commercial service 111, but because Devon withdrew the funding to students whose parents exercised choice to send them to an out-of-area school, it was left unviable, and the service folded. Now all the communities have been left with a woefully inadequate service, as a result of the combination of grant cuts and the inappropriate application of competition.

Many communities in my constituency have been badly affected. They include Kingsbridge, with the loss of the X64, and Dittisham, Blackawton and Marldon. The county maintains that no community has been cut off—I acknowledge that it has tried hard to prevent that—but if a service no longer allows people access to employment, medical appointments or school, they might as well be cut off.

We have some wonderful community bus services in Devon. I am sure that my hon. Friends will join me in paying tribute to them and their volunteers; I think of services such as the Coleridge community bus and “Bob the Bus” in Totnes. Devon has also led the way in demand-led bus services such as the fare car scheme, but it would be a mistake to think that they reduce costs, as some are even more expensive.

--- Later in debate ---

[Norman Baker]

I hear what my hon. Friend says. The Confederation of Passenger Transport UK said that it was hopeful of incorporating the change without affecting fares or services; I hope that reassures her on that point. I shall deal in a moment with local tendered services, which I suspect are more of a problem for my hon. Friend’s constituents.

The Government are committed to reducing the budget deficit that we inherited, and every sector has to play its part in that. However, the Transport Secretary and I are determined that buses should continue to receive their fair share of funding. We want to encourage more people to use buses, and to make bus travel more attractive in whatever way we can, given the financial envelope within which we have to work.

The Government spend more than £1.2 billion a year on concessionary travel and bus subsidy in England, outside London, of which £15 million or thereabouts is spent in Devon. We remain particularly committed to the concessionary travel entitlement in England for the 11.5 million eligible older and disabled people. I hear my hon. Friend’s suggestion of introducing a small charge to help finances. I can only say that the Prime Minister has made plain the importance that he attaches to the present arrangements—that the concessionary travel arrangements continue to be free for those entitled to them. That obviously remains the Government’s policy.

My Department recently issued new guidance to local transport authorities to help them ensure that bus operators are reimbursed for carrying eligible passengers on a “no better off, no worse off” basis. My hon. Friend referred to the concessionary travel reimbursement arrangements, but the essential legislative requirement that bus companies should be no better off or no worse off has not changed. All that has happened is that the Department has issued new guidance to enable local authorities better to deliver the requirement. They are not obliged to follow that guidance, although they may do so if they wish; but they are obliged to comply with the legislation, which has not changed.

[Mr Sanders]

I raised this matter under the previous Government and suggested, through parliamentary questions, that the cost of a national scheme would be less than lots of local schemes. Will the Minister consider that as a way in which we can reduce the costs overall? It seems crazy that different local authorities pay different rates for the same service.

[Norman Baker]

There is a national arrangement in place in Scotland, which was considered. Responsibility was moved from district councils to county councils, which helped to bring some consistency to services and reduce some of the overheads. However, we have to balance that with our need to pursue a localism agenda, which both coalition parties firmly support. To have a national scheme would counter that and go against our direction of travel.

When the Department was considering the new guidance for the concessionary travel scheme, we took representations from the bus operators and local councils. I then personally amended the guidance to ensure that it reflected the particular challenges of operating in a rural area.

I recognise that the recent local authority funding settlement has been challenging and that in some areas, local councils have responded by taking the axe to local bus services. That badly hits rural areas such as Devon where supported services make up a much higher share of the total than in metropolitan areas. The formula of the Department for Communities and Local Government, which allocates money to local councils, incorporates a sparsity factor, which should help areas such as Devon. The Department is also committed, through the local government resource review, to looking at the entire way in which funding takes place and local moneys are raised from the local taxpayer, and that process is ongoing.

I am naturally concerned when I hear that vulnerable people with few other transport choices have lost their only bus service, or that children have reduced public transport access to the school of their choice. Those are serious and unwelcome developments. As my hon. Friend says, fewer than a quarter of all journeys in Devon are made on supported services. That means that more than three quarters are made on commercial services, which are unaffected by changes to council income or changes in council policy.

When difficult decisions are to be made on local bus services, I am clear that they should be made at a local level and not in Whitehall. The Government set out in the local transport White Paper their commitment to ending top-down decision making and one size fits all solutions. That means that we will see different decisions made in different places across the country depending on the priorities given by elected local members in those areas.

Some councils have taken an almost slash and burn approach to bus services, while others such as East Riding have percentage cuts in single figures. They have been more careful about making decisions that affect bus users. I note that Devon county council has cut its budget for supported bus services by 17% this year. In a consultation that it held called “tough choices”, which I welcomed, savings on bus services were one of the top three areas that were identified by 60% of those who responded. I accept the point that my hon. Friend makes that those who do not use buses will be more likely to identify them for cuts than those who use them. Nevertheless, it was an attempt by the county council to validate the decisions that we are taking, and that is entirely helpful. Other areas have consulted and reached different conclusions. Cornwall, for example, has chosen to keep its morning peak-time concessionary travel entitlement on a countywide basis.

It is up to Devon to prioritise its spending as it sees fit, and it is not for central Government to intervene in that matter. How much it spends on buses, roads and libraries is ultimately a matter for Devon county council. Rather than telling councils what to do, my focus instead is on encouraging bus companies and local transport authorities to work together to deliver improvements that make the bus a more attractive option. They need to improve reliability and produce smarter and more integrated ticketing—to which my hon. Friend referred—reasonable fares and understandable timetables. She will be aware that an application has been made to the local sustainable transport fund in respect of smart ticketing. Decisions on the outcome of that particular application will be made shortly.

I am also keen that local authorities make the most efficient use of their resources. It is a good idea that there is a maximum efficient use of the vehicles that a council may have. We still have cases in which there are adult social care vehicles in one box, public transport vehicles in another box and school buses in a third box, and they are all run by different departments of the council. These days, councils, which need to make efficiency savings, should eliminate those sorts of duplications and that silo mentality. I am not clear what the position is in Devon. I hope that it has identified savings such as that to be made. None the less, those sorts of practices can still be found in local councils up and down the country. Therefore, local councils have a job to do to ensure that they get the best value for money.

My hon. Friend also mentioned community transport. I accept that that is not a panacea for any reduction in bus services, but it can be a useful facility for particular individuals with special needs or for small communities where a bus service would not be practical. We are keen to build up the capacity of community transport organisations, which is why I recently provided local authorities with £10 million of extra funding. Devon county council was given a grant of £425,000 for that purpose. I was pleased to learn that the council has maintained its community transport budget in recognition of the important work that such organisations do at a local level.

I pay tribute to Devon Wheels 2 Work scheme. It is an excellent example of a not-for-profit organisation that provides vital links to education, work and training by loaning motorbikes and scooters at subsidised rates. Other examples can be found across England, and it is exactly the sort of grassroots activity that I would like to see more of and to encourage.

Let me now pick up on some of the points that were made. My hon. Friend made reference to route 111. As she will understand, I am not familiar with that route. However, it is a matter for Devon county council to judge whether or not it is one of the routes that it should support. It is sometimes the case that routes to hospitals are difficult to justify commercially. As people move in and out of hospital, it is difficult to build up a regular clientele for that particular service. It certainly seems that some people have been significantly inconvenienced by the withdrawal of that route, and I hope that she and her colleagues will be able to persuade Devon county council to think again.

As for the integration between the transport authority, Devon county council and the bus operators, I have noted my hon. Friend’s point about 56 days’ notice for changes. That is something that I am currently looking at. No decisions have been made, but it is something that is on the radar. It is up to Devon to decide whether it takes advantage of the terms of the Local Transport Act 2008, which facilitates quality partnerships or even quality contracts. If Devon wants to get more of a handle on bus services, there are powers in legislation available to use should it wish to do so.

My hon. Friend raised other matters that do not fall under the Department for Transport. She will be interested to know that the Under-Secretary of State for Transport, my hon. Friend the Member for Hemel Hempstead (Mike Penning) is introducing proposals for HGV charging, which will, for the first time, capture foreign lorries in terms of what they have to pay to use our motorway network.

My hon. Friend seemed to want to go wider into road charging and almost edged into the Lib Dem manifesto from the last general election, but that is not currently Government policy. She also came up with some interesting ideas on red diesel and hypothecation, which are matters for the Treasury and not the DFT. However, her comments have been noted and I will ensure that they are passed on to the relevant officials at the Treasury.

My hon. Friend also raised an interesting idea, which has been around for some time, about out-of-town supermarkets. I can see why she has raised that matter, and I will make sure that her comments are passed on to colleagues at the Department for Communities and Local Government, who have the lead responsibility for that matter.

I do not have an answer on buses with bike racks, but I will drop her a line to let her know what the legal position is and how we view the matter. Finally, if my hon. Friend wants to bring up some of her constituents to discuss matters, I will ensure that a slot is made available in my diary for her to do that.

Question put and agreed to.

Oral Answers to Questions

Adrian Sanders Excerpts

Thursday 23rd June 2011 Commons Chamber

[Mr Hammond]

I agree that it has a very strong business case and it will be part of the “Y” network, but the logic of building this project is that we have to do the complex engineering challenge of getting out of London through tunnels—the difficult bit of the project—first. In engineering terms, once we are out of the tunnels, it is pretty much plain sailing to complete the remainder of the construction.

[Mr Adrian Sanders (Torbay) (LD)]

Will the Minister please give thought to the people of the west country who have some of the slowest rail links with London and some of the most expensive fares? Rather than extra, speedy lines north, we would like some speedy and efficient lines south-west.

[Mr Hammond]

I am delighted to be able to tell my hon. Friend that electrification of the Great Western main line and the introduction of the IEP rolling stock will improve services in terms of speed, reliability, comfort and capacity on services between London and the west country.

Coastguard Service

Adrian Sanders Excerpts

Thursday 24th March 2011 Westminster Hall

[Mr Adrian Sanders (Torbay) (LD)]

May I say what a pleasure it is to serve under your chairmanship, Mr Crausby?

It is disappointing that this debate was switched from the main Chamber, as the subject could have been debated on a substantive motion. I find that Governments respond much more positively to substantive motions from time to time. However, I am sure that the Minister will be an exception.

The proposed reconfiguration of Her Majesty’s coastguard is of great concern to my constituents, as it is to those of other hon. Members. Although the consultation document published by the Maritime and Coastguard Agency is still open to comment from the public, the agency’s proposals appear severely to undermine the ability of the coastguard service to ensure

“safer lives, safer ships, and cleaner seas”.

Within an evolving maritime environment, I believe that the agency is right to reassess the efficacy of the coastguard service, to ensure that search and rescue teams can perform to the best of their ability. However, I fear that the current proposals, which are aimed at reforming the operating model of the coastguard, could reduce its capability to manage the use of our seas and protect those who live alongside them. I strongly believe that plans to replace the existing 19 centres with nine centres, of which only four will operate on a 24-hour basis, will significantly weaken the ability to conduct search and rescue operations. Plans to establish two nationally networked maritime operations centres would leave just six sub-centres spread thinly around the country’s coast, and most of them would operate only during the day.

The closure of 10 maritime rescue co-ordination centres would have a direct effect on my constituency of Torbay, which is currently protected by the Brixham centre. It provides an invaluable service to mariners and coastal users by receiving incoming distress calls, alerting the appropriate rescue assets and co-ordinating rescue efforts over the 130 miles of coastline of Devon and Cornwall. Under these proposals, the Brixham centre would be closed within two years, and that would have heavy repercussions for constituents and all who come to enjoy the south-west coast.

The most critical threat posed by the centralisation of the coastguard service is the considerable loss of local knowledge. Operators in local centres have a detailed understanding of the requirements of local communities and a strong knowledge of the key features of the local district. Operators in Brixham, as elsewhere in the country, obtain and maintain a high level of local knowledge by walking the coastal terrain, interpreting the topography and learning the tides and coastal hot spots, to understand the associated dangers in the region.

When search and rescue co-ordinators are faced with multiple incidents, as is often the case during the busy summer months in the south-west, it is crucial that distress calls receive prioritisation. Prompt and successful rescue missions are possible only if the operators have a high degree of local knowledge upon which they can make sound assessments. Of course, the proposed maritime operations centres may very well be better connected to larger vessels, where local knowledge is arguably less important.

The vast majority of search and rescue missions involve the leisure industry. This is where local knowledge is vital. Thousands of holidaymakers descend upon the south-west coast during the summer months, and many families make use of small craft and inflatable toys and enjoy our inshore waters, beaches, cliffs and coastal walks. On a recent visit to the Brixham maritime co-ordination centre, I was told by staff that on too many occasions children have been swept out to sea, people have been thrown overboard, swimmers have got into trouble, divers have gone missing, people have got into difficulty on rocks or cliffs and that any number of other life-threatening incidents have happened within the boundaries of my constituency when they had to act. In such instances time is critical; it is essential that operators know exactly where the incident is unfolding to ensure that the correct search and rescue asset is deployed to the correct location.

According to the consultation document, the loss of local knowledge is to be replaced by on-call coastal safety officers and the questionable modernisation of computer-based technology. Additionally, the RNLI and local coastguards will be expected to continue to hold the requisite local knowledge. That will require high-quality volunteer training from the Maritime and Coastguard Agency to ensure the integrity of information passed to the maritime operations centres.

[Albert Owen]

The hon. Gentleman makes a powerful point about the importance of coastguard volunteers and the RNLI. I declare an interest as a council member of the RNLI. The coastguard volunteers have spoken to me about the local knowledge that senior coastguard officers have of their shift patterns. That is a serious matter, because the officers know not to call them directly on certain days. That local knowledge could be lost if the coastguard stations in the vicinity close and no one knows the individuals or teams in question.

[Mr Sanders]

Many hon. Members have made precisely that point, and made it very well indeed.

Assuming that it is delivered, the significant amount of communication between operators and local volunteers needed to confirm that the correct actions are taken will lengthen the process of the search and rescue mission and place lives at risk. The over-reliance of these proposals on upgraded technology is another matter of concern. If new technology is fully integrated, the availability of video mapping and local tidal information covering the entire 11,000 miles of the UK’s coastline will undoubtedly improve existing services. Why can those systems not be installed and integrated within the existing structure? It is essential that the software can determine a unique position when the information is provided by those involved in an emergency. Given the large number of coastal locations with the same or similar name and often without a postcode, it is essential that human knowledge is involved in the process.

Despite constant reference to upgrading software and fully exploiting the capacity of existing technology, I remain unconvinced that a centralised maritime operation centre could effectively manage the large volume of emergency calls that can be expected during busy operation periods. Moreover, fire and rescue control rooms were only required to operate one communications system with their units. However, the mix of communications systems needed to operate search and rescue is far more complex, including very high frequency, medium frequency, satellite, mobile phone and pager systems and landlines. The enormous additional work load of the data processing element of operations officers’ activities has not been fully evaluated.

[Mr MacNeil]

Will the hon. Gentleman give way?

[Mr Sanders]

I will not, because I am trying to stick to the agreed time so that the Minister can make a full speech.

As with air traffic controllers, coastguard operators can only safely control a limited number of search and rescue missions at any one time. Last year, Brixham coastguard dealt with 1,300 incidents and co-ordinated the rescue of 300 people along the south-west coast. The Government accept that the cost of the loss of life is £1.4 million. Multiply that by 300 and we can see that Brixham alone possibly saved £400 million. The entire-cost saving over 10 years of this proposal is £60 million. It is crazy.

During the summer months, it is not unusual for both Falmouth and Brixham simultaneously to co-ordinate 15 to 20 incidents each during a 12-hour shift. Considering the proposed staffing cuts in the new operating model, it is impossible to imagine how two national centres could safely manage such large quantities of calls from across the country. Furthermore, the Department’s own risk assessment recognises that, although the likelihood of mission failure is slightly lower, the effects of a system failure are likely to have a much greater impact on the proposed operating model.

Equally concerning are the consequences that the plans pose to the economy of small coastal communities. That is particularly pertinent in my area, where many of my constituents are employed in tourism, fishing and maritime industries and rely heavily on the invaluable service provided by the operation centre. Of the proposed job losses, 24 will be from Brixham and the surrounding area. As an unemployment hotspot, the area can ill afford to lose a single job.

A parliamentary question that I tabled recently further highlights my concern that recommendations in the consultation document for a two-year transition period do not provide sufficient time for employees to adjust to the reconfiguration. The Minister’s response that a five-year transition period “was not necessary” fails to take account of the substantial impact that the proposals will have on the lives of those currently working in the service. Although career opportunities within the new operating model exist, current staff would be forced to compete for fewer jobs and to relocate.

I understand that the proposals are still open for consultation, and I welcome the Minister’s decision to extend the consultation period. Indeed, I am assured that the enormous public response will serve to broaden debate on coastguard reform, as is appropriate for an issue of such importance.

Given the ongoing nature of the consultation, I am not sure how much detail the Minister can give in response, but I want him to recognise that the link between coastguard operators and the local community is of the utmost importance for maintaining high levels of safety at sea. Equally, will he recognise that the proposals place too much faith in the capacity of untested technology upgrades in the planned operating system?

Ultimately, safety at sea, rather than cost-cutting, should be the priority. The proposals achieve neither. I hope that the Minister will assure me that the Government will reconsider their proposals on wholesale reform and instead conduct a sincere investigation into strengthening the existing structure of Her Majesty’s coastguard.