Rural Bus Services

Annette Brooke Excerpts

Tuesday 29th April 2014 Commons Chamber

[Richard Drax]

I applaud the scheme in Northern Ireland. The Minister will no doubt have heard the hon. Gentleman’s point and perhaps he will comment on it.

Another pressure on rural bus services is the concessionary bus pass. Government statistics show that 30% of all bus journeys are now made using this pass. Free off-peak bus passes for pensioners are welcome, but they skew the economics of bus networks in rural areas. For example, in Dorset operators are dealing with record numbers of pass holders enjoying our stunning countryside and coastline. Up to 20 million people visit Dorset, many of them on buses. It is a tourist destination. The original idea of the pass was to ensure that bus companies are not better or worse off. However, reimbursement is paid on the basis that without concessionary journeys, fewer would have been made. Dare I say it, that is slightly illogical in a business sense, although any money is gratefully accepted. The rebate is about a third of the cost of a ticket, which clearly disadvantages the bus company and the local taxpayer. Inevitably, it means that operators are left struggling to fund services, not least in rural areas such as my constituency.

The Government recognise the value of the national network, and the “Green Light for Better Buses” agenda is intended to improve local bus services. Some, however, such as the Campaign for Better Transport, worry that 2014 may be the worst year yet for cuts to bus services.

[Annette Brooke (Mid Dorset and North Poole) (LD)]

I thank my hon. Friend for giving way and I concur with everything he is saying, particularly about the pressure from visitors, who are welcome, on our bus services in one way or another. Does he agree that this has been a particularly bad year? We have villages that are now down to just two bus services a week. Young people want to be able to take up an apprenticeship and travel to our local colleges. There are people who, for whatever reason—perhaps sight impairment—cannot get to work. We are at crisis point in Dorset. We need longer term planning. We cannot go from year to year with people wondering whether they can stay in the village in which they have lived for many years.

[Richard Drax]

I am grateful for my hon. Friend’s intervention and I agree with her entirely. I wonder whether the Minister will consider the point I was about to make. Obviously, some routes in rural areas are loss-making. When contracts are put out to bus operators, as part of that contract, should they not have to take on board the whole contract and not be allowed, as they currently are, to drop non-profit-making routes? Business plans should be drawn up to take this into account, so that, rather than making x profit the operators make y profit, but essential bus services are retained.

--- Later in debate ---

[Tessa Munt]

rose—

[Annette Brooke]

rose—

[Richard Drax]

I have got two hon. Friends wishing to intervene.

[Annette Brooke]

I thank my hon. Friend for giving way a second time—I will claim first place because I want to mention a Dorset problem. I wonder whether he has experienced the same problem that I have, where parents and students have decided to go to an out-of-catchment school, knowing that there was a bus route, but suddenly the bus service has been terminated. Even for catchment routes, I have got parents and students stranded without a bus or a safe route to school along country lanes. Our problem with the main services has spilt over into providing services that get young people to school and thereby comply with our law and our expectations of young people staying on longer at school.

[Richard Drax]

Again, I agree with my hon. Friend. I have some experiences in my constituency—I am wandering slightly off the point—where, as I understand it, school children cannot get to school because the school bus will not pick them up, as they are not quite in the catchment area, yet if the bus travelled another mile or so, they would be. Again, this goes back to—[Interruption.] My hon. Friend the Member for Hexham has disappeared.

--- Later in debate ---

[Annette Brooke (Mid Dorset and North Poole) (LD)]

Madam Deputy Speaker, with your permission, and I hope that of the Minister, as we have so much time—

[Madam Deputy Speaker (Dawn Primarolo)]

Order. I feel I should just explain to Members, as they may not be familiar with this, that the Minister’s permission is not necessary when we are on an Adjournment debate that has begun significantly before the moment of interruption. That is a matter for the Chair to judge. The hon. Lady can make a contribution in this debate. She does not have to seek the Minister’s permission. It might be helpful to remind Members of these arrangements, as we do not often start an Adjournment debate so early. I hope that is clear.

[Annette Brooke]

Thank you, Madam Deputy Speaker. It is very helpful to have that clarified, and I apologise for my earlier lengthy interventions as I was not aware of that.

I am deeply concerned about cuts in rural bus services. I know that they are not just happening in Dorset as studies have shown that there have been cuts across the whole country. I therefore think that, as much as we want to make our decision making as local as possible, this is an issue on which an overview from the Government is needed, if only to make sure that best practice—some of which we have heard about tonight—is shared. That should be encouraged and seminars should be available to show what can be done.

I have a village that has at least 1,200—maybe 1,400—houses. That is quite a large village. Every single year the bus service is threatened. That creates a great deal of uncertainty for families and older people, who wonder whether they can remain there as this goes on year after year. It is a huge worry, and a great number of petitions are produced and eventually somebody comes up with some sort of solution. The current solution, which is thanks to the very many people, including councillors, who have worked hard to get something in the way of a solution, is a commercial service. Will that last the year? Will notice be served during the year? Nobody knows, and even though the bus service is there for some people, we do not have a service between 7 am and 9 am, which is not terribly helpful for people getting to work.

As I mentioned, I feel there must be some way in which we can have some longer-term planning. Of course there will have to be variations to take account of population movements, but there must be a certain basic level of service to which people are entitled. I am all in favour of the community services which many Members have mentioned and I think parish councils are able to take a great lead in these types of services. Very often it is nonsense to have a very large bus running on a certain route when there are not many passengers. The flexibility of community transport for some of the functions is all-important, but I would argue that there is a core service that we need for workers, students and apprentices so that they can access work or their studies, and so that everybody has a future.

By turning our backs on this problem, we are creating even more rural poverty. We are all aware of the rural poverty figures, and it is those families and young people who are truly deprived as they are not getting access to a lift in the car every day and at all times of the day, because sometimes that just cannot happen within families, whereas for others it can be much easier to give a lift into the local town so family members can socialise.

This is a crisis and I plead with the Minister to look at what is happening over the whole country. I am particularly concerned about the situation in Dorset, and the services my constituency shares with that of my hon. Friend the Member for South Dorset (Richard Drax), which are constantly being cut away. Our mailbags are enormous, and they are full of letters from people who are very worried. People should be spared this anxiety and know that there is a certain minimum level of service to which they are entitled. A lot of work may need to be done on encouraging people to use the bus—that is acceptable and the strong message of “use it or lose it” can be given—but we need a continuity of service so that people can be confident enough to plan their lives around using the bus service. We are in a downward spiral the more we cut, as people find they cannot sustain their living styles with the current provision. I issue a plea to the Minister to say what leadership the Government can give to save our rural bus services and, at the same time, our rural communities.

Transport Infrastructure

Annette Brooke Excerpts

Tuesday 17th December 2013 Commons Chamber

[Mr McLoughlin]

I am a passionate believer in the role of airports outside London. The first time I appeared before the Select Committee, I said that we should stop describing airports such as Birmingham and Manchester as regional airports, because they are major international airports in their own right. I want to see those airports—along with East Midlands airport—serving their local communities. On page 195 of its report, the commission says that it does not see

“a strong case for expansion at Birmingham”

at the moment, but that may well change by 2050. Moreover, being served directly by HS2 will give the airport a great opportunity for the future.

[Annette Brooke (Mid Dorset and North Poole) (LD)]

Will there be an independent assessment of the impact of any proposals on the carbon emission targets of the Committee on Climate Change?

[Mr McLoughlin]

The commission is taking all our carbon reduction obligations into account, as I would expect.

Electric Vehicles (Vulnerable Road Users)

Annette Brooke Excerpts

Wednesday 30th October 2013 Westminster Hall

[Mrs Glindon]

I thank the hon. Gentleman for that intervention. Unfortunately, I have not looked at insurance, and it has not come up in anything that I have looked at, but that seems to be a logical step to take and a convincing argument, if not for insurers—well, even an insurer would have to pay out, so I hope that the Minister will say something about that.

In 2010, Japan and the United States legislated for alert systems to be put into cars. Any such system is cheap and simple to fit, and in the UK it would add only about £20 to the cost of a car. I am sure that everyone here would agree that that is a very small price to pay for road safety.

In February this year, Members of the European Parliament voted for an amendment to the EU regulation on the sound level of motor vehicles to make acoustic vehicle alerting systems mandatory for all quiet vehicles. That amendment is now being negotiated by the European Commission, European Council and European Parliament. The UN Economic Commission for Europe is developing a global technical regulation to specify standards for AVAS around the world. It will be finalised next year and will form the basis of the EU regulation, but unfortunately it seems that our Government are pushing for only the voluntary introduction of AVAS and have reservations about making those systems mandatory.

I ask the Minister to say why the Government think that making the systems mandatory will place a financial burden on car manufacturers when, as I said, the inclusion of such a system will add only £20 to the cost of a car. Motor manufacturing companies are not averse to developing alert systems. Nissan, which I make no apology for mentioning again because it is a local car company and therefore I have been in contact with it, has been researching and working with cognitive and acoustic psychologists to produce a practical system that is safe and environmentally friendly. Many technical issues need to be considered with regard to the right sound in order to be heard without encroaching on the environment, but it is good to see that companies such as Nissan, which has been so successful, are being proactive in this field.

It was greatly concerning to learn that the Government do not accept the national and international evidence of which I have spoken. It does show a link between silent vehicles and a road safety threat to vulnerable road users. Does the Minister think that the opinions of organisations such as Guide Dogs, the Automobile Association and the Royal Automobile Club are not trustworthy on this matter?

The next EU negotiation on the matter will be on 5 November, and an agreement must be reached by the time of the next Transport Council in December in order to be finalised within this EU Parliament. There are already nearly 3,000 electric cars and more than 133,000 hybrid vehicles on our roads. What commitment will the Minister give to make AVAS in electric vehicles mandatory, so that the many more motorists who will be buying these cars and other road users, especially the most vulnerable, can all be confident that they will be able to travel safely in the future? I hope that he does not agree with his predecessor—now the Minister for Crime Prevention—who, in a reply in July to a letter that I had sent him, said:

“To date the number of electric and hybrid electric vehicles on the road is small compared to conventional vehicles and more data will need to be gathered over the next few years before we can be certain of the best approach.”

As I said, the Government have already committed more than £800 million. Car manufacturers are committing large sums. People are buying these cars. We shall see many more of them on the roads. However, the numbers of people who are vulnerable—elderly people, children, cyclists and the blind and visually impaired—are not decreasing. Those people remain vulnerable, and I hope that the Minister will listen today to what all these people feel.

[Annette Brooke (Mid Dorset and North Poole) (LD)]

I congratulate the hon. Lady on achieving the debate. She has made excellent points. It seems to me that now is the time to be taking action, before we have the very rapid rise in the number of these vehicles, which I gleefully anticipate. We have only to look at how fearful our elderly residents are of people on bicycles riding around, especially when they are on pavements. I go to meetings that are packed out with elderly people saying, “Why don’t cyclists use their bells?” There is real fear out there, and I concur that this is a matter of urgency now.

[Mrs Glindon]

The hon. Lady just got in before I concluded. This debate has attracted an awful of attention outside Westminster. I thank Guide Dogs in particular for the work that it has done, because it has spurred on people such as me and, I am sure, other MPs to bring up this issue. Again, it is a timely issue, and I hope that the Minister will be able to send us away today feeling that he has listened and that very soon we will see mandatory systems, so that people who are blind or visually impaired and any other vulnerable road user will no longer have to fear that they have only one second to decide whether they should cross the road.

Portland Search and Rescue Helicopter

Annette Brooke Excerpts

Wednesday 19th December 2012 Commons Chamber

[Richard Drax]

I agree with my hon. Friend to a certain extent, but when there was an earlier attempt to remove the helicopter, my predecessor was able to keep it because of PFI. In those days the Government were able to throw more taxpayers’ money at retaining it. Sadly, I am not in that position. The proposal has been put out to contract under the Official Journal of the European Union, which states certain key user requirements. As long as those requirements are met—at least theoretically, and that is the point—the Department for Transport assumed that no consultation was necessary. The previous Secretary of State for Transport, my right hon. Friend the Member for Putney (Justine Greening), wrote to me and said that no consultation was necessary because she was “improving the service”. That presumption was criticised by me and many others. It has now been criticised strongly by the Select Committee on Transport, which has called on the Government to rethink their proposal.

The Portland helicopter operates in one of the busiest areas in the UK, and 25% of all coastguard call-outs come from there. It is illogical to close a base in the middle of all the action and rely on those further away. Cover should surely be provided close to where it is needed. Portland is only a 12-hour base, yet it compares favourably with its 24-hour neighbours—Solent, Culdrose and Chivenor. In 2011, the call-outs were: Portland 194; Solent 210; Culdrose 249; and Chivenor 272. Its helicopter is being called out as much as helicopters at the 24-hour stations.

Furthermore, the costings were wrong. When I first got involved, the Secretary of State assumed that the Portland base cost about £9 million a year to run. It does not. It is a 12-hour base and costs between £4 million and £5 million. If the Government think they will save money by closing the base, let me tell them that the money spent on diving casualties and flood rescues this year alone would pay for multiple helicopters. Portland costs half the amount of other bases and does almost the same number of taskings. That important point bears repeating.

The flying times were also wrong, and this relates to what the then Secretary of State was told by her advisers. The flying time from Culdrose to Portland is 48 to 54 minutes. If we add 15 minutes—the key user requirement to get the helicopter off the ground—we are looking at about 63 minutes. The flying time from Solent to Portland is between 21 and 25 minutes, plus the 15 minutes, which makes 36 minutes. The flying time from Chivenor to Portland is 37 minutes, plus the 15 minutes, which makes 52 minutes. That is on the basis that the air is still, conditions are perfect and no wind is blowing. As we all know, helicopters are not called out to rescue people unless something has happened—normally in stormy weather. In the sea, a person has 10 minutes before they are unconscious—that is the maximum in current sea temperatures—and 30 minutes before their core temperature drops and they are dead. Not one of the proposed helicopter bases would meet that time. All the people in the water—children, mothers, grannies, whoever—would be dead.

The other helicopters—at the three other bases I have mentioned—are as busy as ours. The point I have made repeatedly to the Under-Secretary of State for Transport, my hon. Friend the Member for Wimbledon (Stephen Hammond) is that one helicopter can only be in one place at any one time—however new, however fast, it can only be in one place at any one time. So if the Lee-on-the-Solent helicopter, and we will have to rely on that, is called to the east of its basing area, we can add to the 21—or 36—minutes at least another half hour or even an hour because that is how long it will take to get back to its base, having completed its task, to refuel and to come to us. And the people in the water? They would be dead.

On concurrent call-outs—when the other helicopters are in the air at the same time as ours—I have documentation proving that, in the past 14 months, the Portland helicopter responded to 21 incidents at the same time as the Solent helicopter. My helpful and moderate letter from the Under-Secretary, dated 17 December, includes a table on tasking concurrency. It lists the call-outs for Lee, Portland and Chivenor in 2009, 2010 and 2011. According to these figures, tasking concurrency happened three times in 2009, once in 2010 and once in 2011. Why, then, do we have other figures stating that on 21 occasions the helicopter at Lee-on-the-Solent was in the air and doing a task at the same time as the Portland helicopter? Something is seriously wrong, and I urge Ministers to look at the modelling, which I believe is fatally flawed. Someone somewhere has got their maths wrong.

Over the past 10 months, 25 out of the 32 transfers to Dorset county hospitals were so life threatening that the Civil Aviation Authority regulations were waived so that the helicopter could land at the hospital. According to Department for Transport figures, every road death, which equates to a water death—it is the nearest we have got—costs £1.6 million. On the basis of those figures, we save about £40 million by having the helicopter at Portland. If the Government needed any lessons on saving money, that is a pretty stark example.

Sadly, all this is being compounded by the proposals to close the maritime rescue co-ordination centre. They, too, are criticised by the Select Committee. The local resilience forum is particularly concerned. The Government said there would be no cuts to front-line services. I wonder what these are: no emergency towing vessels in England or Wales; no offshore firefighting capability, because the marine instant response group was withdrawn; a proposal that more than 50% of the co-ordination centres should go; and two helicopters going—ours and another—reducing the number of bases from 12 to 10. If these are not front-line services, I would love to know what the definition of a front-line service is, because to me that is the very coal face that the search and rescue capability depends on.

It is not just search and rescue that our Portland helicopter is involved in. It also works with the police and the ambulance service—yes, we have a charitable air ambulance, as do many counties, but it is small and does not have a winch. Without a winch, it can land only at certain places, so on many occasions the Portland search and rescue helicopter is called to help. The air base played a major role at the Olympics—TV companies, VIPs, business; you name it, it was used. Then there are pan and mayday alerts, and let us not forget the Channel Islands, which are also in the Portland helicopter’s area of responsibility.

I would like to thank the Under-Secretary, —he is not the Minister currently sitting on the Front Bench; it is hard to track the right Minister down when trying to fight one’s case—for his letter. To be fair, he has seen me and listened to me, and when he got his facts wrong about the timing from Culdrose to Portland—he initially thought it was 21 minutes, until I said, “By Concorde, yes,”—he wrote a helpful letter saying that the flying time is actually 48 minutes. These are fairly serious errors.

Those on the Front Bench are very intelligent, capable men and women, but I urge them please to come down to Dorset and listen to those involved in search and rescue along our coast. I am a former soldier, and I cannot think of any major decision where one would not appreciate what one was about to do beforehand. It is military training; it is civilian training; it is what we all do—we make an appreciation. To do that we must go on a reconnaissance mission; and to do that we need to go up front as a commanding officer and look over the land that we are about to move over or perhaps the hill that we are going to attack. We do not just sit there in our bunker, look out and say, “Onwards men! There’s the hill! Go and take it! I’m having some breakfast”—and off they go and they get slaughtered. That is what happened in the first world war.

It is that important. I cannot request enough—it must be at least three, four or five times now—that someone comes down to Dorset and listens to those intimately involved. I do not pour scorn on civil servants—they have a very important role to play—but sitting back in Whitehall pressing computer buttons, playing with their modelling and making pretty circles on maps is not really the way to come to a logical conclusion. If someone came down to Dorset and listened to people—this is another thing that really appals me—they would find that they are frightened to speak their minds. Why is that? Because if they do, they will lose their jobs. Is that not unbelievable? In this democracy of ours, in which millions have died to allow me to stand here and speak, the people who should be giving the Government the proper advice that they need are too frightened to do so, because if they do, they will lose their jobs. That is utterly outrageous.

Let us for once, as a Government, stand up and start leading. I say this: “Come down and listen. Listen, and listen. Do not talk; you can do that when you get back to your office. Listen, and I am convinced that once you have done that, Ministers will change their minds, or at least will start thinking about the whole process again.”

In a letter to the Government, the Transport Select Committee said:

“There are understandable concerns that the withdrawal of these bases will lead to…increased fatalities”.

The Under-Secretary took the view that that was entirely different from saying that lives would be lost. I have to disagree: temperate language was rightly used to a Government Department by a responsible and highly influential Select Committee.

[Annette Brooke (Mid Dorset and North Poole) (LD)]

I congratulate my hon. Friend on securing the debate. The issue that he has raised is very important throughout Dorset. Although none of my constituency is on the coast, my constituents are just as concerned as my hon. Friend about the potential for fatalities. Let me reinforce his point that it is essential for someone to come down to Dorset and observe, for example, our lack of roads.

[Richard Drax]

My hon. Friend is absolutely right about the lack of roads. We live in a beautiful part of the land, and helicopters provide the only way of reaching people who need help quickly. Moreover, it should be borne in mind that half my constituency is at sea, and that “at sea” is a dangerous place. Millions of people use our coastline, our seas and our cliffs. They dive under the sea and they boat over the top of it, and all that generates tremendous activity.

In Fareham, one of the new maritime operations centres is to replace our co-ordination centre in Weymouth. At present, people who live locally get out of bed and, as they have done for many years, look out of their windows, see the rain, look at the sea, and get a sense of what is going on. Because they know the area, when something happens they are able to target the right asset immediately. They will know, for instance, that the field by Durdle Door is so boggy that a four-wheel drive will not get there at this time of year, so they must get the helicopter out.

What will happen if, during a busy bank holiday weekend, that huge MOC—with at least 40 staff—is bombarded by calls from people all along the south coast saying, “We have a child here, a mother there, a lilo somewhere else”? I predict that there will be utter chaos. That is another part of my constituency that I am trying to save, and I urge the Government to think again about an issue that is very dear to my heart.

I want to be generous, and to give the Minister as much time as possible in which to respond. Some Ministers—dare I say—stand up and read from a written script which, for eight of the nine minutes available, repeats what we all knew already. I should be very grateful to the Minister if he answered my specific questions. The first is this: will someone come down to Dorset and listen? If no one does, the consequences will be absolutely terrible. My invitation to a Minister to visit South Dorset was declined on the basis that it was

“important that the procurement proceeds as planned.”

I submit that, as it currently stands, it must not, because if it does, lives will be lost. I have been around long enough not to make such a statement loosely or lightly. I say it with the backing of those who are in the know, and who speak to me in the dark of night for fear of speaking out loud. They predict we will lose five, six, seven or eight more people a year. That many people each year will be dead if we do not have our helicopter. That is all because the Government are relying on modelling from miles behind the front line, rather than having the courtesy, if nothing else, to come down to Dorset and listen.

Will the Minister tell me how many search and rescue stations he has visited? How many helicopter crews has he spoken to? How many co-ordination centres has he been to? Talking to the crews and visiting the centres is the best way to learn what this is all about.

Finally, I thank the air crews—especially ours in Dorset—for the incredible bravery they demonstrate in the job they do. My aim is not to be a belligerent Back Bencher. I am supported by tens of thousands of people, as well as many colleagues, who believe the Government have got this badly and seriously wrong.

Cycling Safety

Annette Brooke Excerpts

Wednesday 21st November 2012 Westminster Hall

[Annette Brooke (Mid Dorset and North Poole) (LD)]

I will move fairly quickly over some of the issues that have been raised, and I start by congratulating my hon. Friend the Member for Reading West (Alok Sharma) on securing the debate. He comprehensively covered the whole range of measures that we need to take to improve cycling safety. With cycling, there must be a package of measures, right through to dealing with those important instances highlighted by the hon. Member for West Lancashire (Rosie Cooper), when we are all concerned about sentences perhaps not matching the incident in question. I understand the points that she made.

For a long time, I have been involved, in a fairly small way, in promoting cycling. It is so important—environmentally, for transport purposes, for health and leisure, as well as for family activities. In the early 1990s, I was chair of planning and highways at Poole borough council, where we introduced a big network of cycleways. We are moving forward; how exciting it was this year with the Tour de France, Bradley Wiggins, the Olympic success, and then seeing all those youngsters out on their bikes. It was absolutely amazing. I am still staggered walking the streets in London to see the number of people on bikes. It is all absolutely fantastic. I wholeheartedly support The Times campaign, which has driven this issue much further forward than we could have hoped to do by ourselves as parliamentarians.

I want to touch briefly, however, on the issue of cycle helmets. I, too, have worked with the Bicycle Helmet Initiative Trust, and I have also worked with local organisations. I am a patron of Headway Dorset and in Dorset, we have an organisation called Streetwise. It is a safety centre that covers all aspects of safety education, but it and the volunteers who work there are very concerned about cycling safety. A competition has recently been promoted among schools to design cycle helmets to raise awareness of how important it is to wear them. Raising awareness of that issue is crucial, and if we could achieve all that was needed to be achieved by doing that, we would not have to look any further.

I sometimes wonder why we need to go further. I look at BMX cycling on the television, and they are all wearing helmets, as, for the most part, are the children at the local skate parks. However, there does seem to be a common issue that it is not quite cool enough to wear one. It is certainly not good for a young person’s hairstyle at the age of 12 or 13, and it does not help if their friend is not wearing one. I have spoken to so many parents who say, “If only there was a law about this, I would feel happier about my child cycling.” When I raise such issues—I am thinking of this from the children’s standpoint—I have only ever looked at the possibility of a law for 14-year-olds and under. There is an issue of freedom of choice, but it is a vulnerable age group, and are we doing everything that we can?

It is suggested that my comments will result in the next generation of children being obese, but I find that difficult to believe. I would like to join the call made by my hon. Friend, not for the setting up of the law, but for a review of the evidence. I have heard the Australian evidence quoted to me so many times, but we need to know whether we would be deterring children in large numbers from cycling. There must be a lot of evidence out there; we should look at it and at the end of the day, ensure that we put our children first.

Disabled Access (Aviation Industry)

Annette Brooke Excerpts

Wednesday 7th November 2012 Westminster Hall

[Norman Baker]

That is a great pity, because my hon. Friend’s contributions to that Committee have been very useful. I have no idea whose decision that was—if it was the Whips’, I think that it is the wrong one—but I thank him for his work.

An issue was raised about an aircraft on which an accessible toilet was down a spiral staircase. I should put it on record that although there is a toilet down the spiral staircase, there is another, more accessible toilet on that type of plane. It is some distance away at the other end of the cabin, but it is actually on the same flight level—to put the record straight on that point.

The hon. Member for Wigan asked about accessibility of public transport generally, and I hope that I have dealt with that matter. If she has particular issues about rail or bus travel, she can draw them to my attention, but we are making progress. We have kept the targets for replacing vehicles on the railways and buses, to make sure they are fully accessible. Those targets have not been changed and we are making good progress towards achieving them. We have also put further moneys into the Access for All programme—£100 million for the next control period for the railways—to ensure that further improvements are made to the railway station infrastructure in this country, so that fewer people encounter problems getting through stations, which I am afraid can be an issue.

I entirely agree with the hon. Member for Scunthorpe (Nic Dakin), who said that in his view, what benefits the disabled traveller benefits all travellers. That is exactly the right analysis, whether it applies to information on buses and trains or to physical access. Until I became a father and had to cart a buggy up and down stairs, I had never realised how many stairs there were at underground stations, nor had I realised how inaccessible some of them are. If we are able-bodied, we do not necessarily understand or appreciate the difficulties that some of our fellow citizens face. Putting the disabled person centre stage, as far as we can, is a sensible strategy to take forward, and I hope that we will do that in our general accessibility strategy.

I hope that I have answered most of the points that hon. Members have made in today’s debate, and I thank them again for their comments. I hope that it is clear from what I have said that no one is complacent, that the UK is fully engaged with these issues and that the CAA is doing an increasingly effective job in developing its consumer support function. There is, of course, always more that can be done. Pre-notification of requirements is key. Airlines need to know what disabled customers’ needs are, so that they can prepare for them, but having been notified of them, we would expect airlines to deliver on those requirements as far as possible. The CAA and ABTA have done good work in highlighting that need. It is much better to have pre-notification than to leave matters to best endeavours on the day.

I am pleased that the CAA is taking forward work in a number of other areas. For example, it has helped in the introduction of the Medical Engineering Resource Unit TravelChair, which is a specialist seat for disabled children that fits into a normal aircraft, and in discussing the introduction of a British Standards Institution standard for air travel for wheelchair users. Those are important extra steps towards making the air journeys of disabled passengers and those with reduced mobility more pleasant.

I thank the hon. Member for Weaver Vale again for securing the debate, as well as all Members who have contributed today.

[Annette Brooke (in the Chair)]

Thank you, Minister, and all Members for an excellent debate.

Oral Answers to Questions

Annette Brooke Excerpts

Thursday 18th October 2012 Commons Chamber

[Mr Burns]

I am extremely grateful to my hon. Friend. That just goes to show that the old adage is always the best adage: “Let the train take the strain”.

[Annette Brooke (Mid Dorset and North Poole) (LD)]

7. What recent changes he has made to the national guidelines on the issue of blue badges. [R]

[The Parliamentary Under-Secretary of State for Transport (Norman Baker)]

The Department has recently updated its non-statutory guidance for local authorities to reflect reforms to the blue badge system. One of the main issues with the scheme concerned local authority administration, which was inconsistent and inefficient. The updated guidance aims to improve consistency and to remind local authorities of the eligibility criteria set out in the regulations. Local authorities remain responsible for taking decisions about an applicant’s eligibility for a blue badge.

[Annette Brooke]

I thank the Minister for his answer. Many people such as me who have difficulty walking—seven months after an accident—and even more difficulty getting in and out of a car in an ordinary car parking space, look longingly at empty disabled car parking spaces and yet cannot get a temporary blue badge. What can and will the Government and local councils do to address this situation for the future?

[Norman Baker]

I am very sympathetic to my hon. Friend and understand the case she makes. I have looked at the temporary issuing of badges for the sort of situation that she describes. One of the downsides would be tremendous pressure on the limited number of parking spaces available. In June this year I issued an advice note to local authorities indicating how they might deal with locally determined concessions to deal with such situations, and I suggest that she pursue the matter with Poole unitary authority.

Oral Answers to Questions

Annette Brooke Excerpts

Thursday 23rd February 2012 Commons Chamber

[Mike Penning]

This matter has been raised with me privately in the past couple of days by several hon. Members in exactly the way the hon. Gentleman asked his question. I will be looking at the matter. The principle of drink-drive rehabilitation schemes is important. Evidence shows that those who take the schemes are more than two and a half times less likely to reoffend—or at least to be caught reoffending; we do not actually know whether they are reoffending, of course. However, we will consider his point.

[Annette Brooke (Mid Dorset and North Poole) (LD)]

T1. If she will make a statement on her departmental responsibilities.

[The Secretary of State for Transport (Justine Greening)]

It has been a busy time, and over the last period we have taken important steps to improve the experience of passengers and motorists, through measures to improve customer service in garages while keeping the annual MOT test; tackling with the industry the unacceptable hikes that people face in the cost of insuring their car; providing a fairer deal for British hauliers through a lorry road user charge; and boosting capacity on the west coast main line, with more than 100 extra carriages under the new franchise. Furthermore, through the Civil Aviation Bill, we are putting passengers at the heart of how our major airports are run and giving more protection to holidaymakers by extending the air travel organisers’ licence scheme.

[Annette Brooke]

How is it possible for a company to win a competitive tender to provide a bus service but to cease operating it within months, claiming that it is unviable, and causing great concern to those in villages dependent on the service and, presumably, extra expense to Dorset county council given that this service must be restored? What advice can the Secretary of State give?

[Justine Greening]

I am grateful to the hon. Lady for that question. She will be aware that all local bus operators must have an operators’ licence, which indicates financial standing at the time that the operator was licensed by a traffic commissioner. Local transport authorities can check with the Vehicle and Operator Services Agency whether operators hold a current licence. I am not aware of any barrier to a local transport authority ensuring, through its procurement process, whether the current financial status of a bus operator is sound, but I shall ask my officials to explore the matter further with the county council.

School Crossing Patrols (Dorset)

Annette Brooke Excerpts

Wednesday 16th March 2011 Westminster Hall

[Annette Brooke (Mid Dorset and North Poole) (LD)]

It is a pleasure to serve under your chairmanship, Mr Weir. I am very pleased to have secured this debate, because parents across Dorset are deeply concerned about the county council’s proposals. It is true to say that my hon. Friend the Member for South Dorset (Richard Drax) and I will be speaking today on behalf of thousands of parents.

I understand that 2011-2020 is the United Nations decade of action for road safety, and that in Great Britain pedestrian injury is the leading cause of accidental death among children. Each year, 5,000 children under 16 are seriously injured or die on Britain’s roads. The incident rate for children peaks between 8 am and 9 am, when they are travelling to school, and again at 3 pm when they are on their way home. Incidents on school journeys account for 14.6% of all five and six-year-old casualties, 21% of all eight to 11-year-old casualties and 23.9% of all 12 to 15-year-old casualties. Although the United Kingdom has the second lowest road death rate in the EU, its child pedestrian death rate is worse than in 10 other EU countries, and eight times higher than in Sweden.

Research by Royal Holloway, university of London shows that children are unable to accurately judge the speed of vehicles travelling at more than 20 miles per hour. The study found that children aged six to 11 suffered from speed illusion, which means that they cannot make a reliable guess at a car’s speed if it is going at more than 20 miles per hour, unlike adults, who accurately judge speeds of up to 50 miles per hour. Since 2003, death and injury rates have fallen every year, but road safety groups fear that that trend could end if school crossing patrols were axed.

The Minister will be aware that several authorities, including Dorset, propose changes in their provision of school crossing patrols. Dorset county council proposes to cut 65 jobs and save £200,000 by not paying for lollipop patrols, at least eight of which are in my constituency. Other Dorset councils do not propose to make cuts in the service. Bournemouth council says that it has no plans to cut funding to its 46 crossing patrols, and Poole has no current plans to change its service, which employs 26 people, plus five relief staff to help children to cross the road. Incidentally, neither Poole nor Bournemouth proposes to close any libraries, whereas Dorset proposes to close 20 out of 34.

Of the Dorset county council sites, 55 meet the national criteria for the provision of such crossings. The county council’s total budget is about £273 million, and although the council had a better financial settlement than most other councils, it still has to find £31 million of savings this next financial year. However, the benefits of saving £200,000 in this way are minimal compared with the wider costs placed upon communities.

The council insists that its proposal to stop funding the salaries of school crossing patrol guards does not amount to a withdrawal of the service, as it would retain the management, supervision and training responsibility for it. Schools and communities are being given until March 2012 to explore how they can take over the patrols themselves, and it has been suggested that volunteers could come forward to take over the jobs, or that additional funding streams could be tapped.

I do not consider that the service could be run reliably by volunteers, because of what the job entails: getting up early in the morning in all weathers; an absolute commitment to be there on time morning and afternoon; and sometimes being placed in a dangerous environment with cars not stopping when requested. In recent years, we have rightly been honouring paid lollipop men and women for their sterling service. The job is very different from that of volunteering in a library. The county council acknowledges that parents can, on an ad hoc basis, escort groups of children across the road, that its road safety team can provide guidance on the safest way to do that, but that the parents cannot legally order traffic to stop. So that does not sound like a permanent solution.

Should, and can, schools find the money from their budgets to pay the £3,000 salary per year? The county council in its report says that schools cannot use their devolved budgets to pay the salaries. So as to provide full clarification, will the Minister answer the following questions, or obtain clear answers from his colleagues in the Department for Education? Are there rules that prohibit a school using some of its delegated school funding for the salary of school crossing patrol staff? Is there any school funding apart from parent-teacher association funds that could be legally used for such purposes?

Even if funds legally could be used, it seems immoral that children should have less spent on their education just because their school is located on a busy road. One of the school crossing patrols in my constituency is for a very small village school, which has about 65 or 69 pupils and is on a busy road, and it would be untenable for a small school such as that to find money within its budget. At any rate, there would still be a cut in front-line education services, which surely goes against the principle of maintaining such services.

The other suggestion is that money could be raised through the parent-teacher association. That, I suggest, is not possible for a small school and, as some PTAs are in a better position than others to raise money from parents, it could lead to an inequitable situation, with deprived areas losing their crossings while affluent areas were able to maintain theirs.

Another option is for a parish or town council to fund the crossing. In my constituency two crossings are under threat—a £6,000 bill—and the parish council’s total budget is £30,000, so I really do not think that the Secretary of State for Communities and Local Government would be pleased with the size of the precept that would be necessary. Another parish has three crossings, but is fully committed to supporting an important youth project and hence cannot possibly fund the crossings. The county council’s report says:

“If no funds or volunteers are forthcoming from the local community then as long as the site still meets national criteria it would remain ‘dormant’.”

That is totally unacceptable, and is incompatible with other Government policies. The Education Act 1996 places upon local authorities the obligation to promote sustainable travel to school, and to produce a strategy for developing the sustainable travel and transportation infrastructure. To what extent does the Minister believe that the removal of funding for school crossing patrols conflicts with those obligations?

Dorset county council makes much of the fact that it is parents and carers who are responsible for the safety of their children but, given that in many families both parents work, if the safe crossing point were not there, I believe that there would be a greater incentive for parents to take their children to school by car. The county council, however, says that there is no evidence that more children would be driven to school if the crossings were not staffed. What does the Minister think, and how does he believe that the lack of a safe crossing point will enhance walk to school programmes? In addition, the Government are encouraging single parents to return to work while their children are of school age and that, I suggest, is another conflict of policy.

Dorset county council says that there is no evidence that child pedestrian casualties will increase if school crossing patrol sites are not staffed. I would be interested in the Minister’s comments on the evidence, especially in light of the statistics that I quoted at the beginning of the debate. What obligations, statutory and moral, do local authorities have to provide safe crossings for pedestrians, including, but not limited to, children and adults walking to school? Since Dorset county council is proposing a blanket removal of all its school crossing patrols, and says that if a community solution is not found the crossings will be “dormant”, should there not have been a risk assessment of the 55 patrols that meet the national criteria?

The roads through communities in my constituency are heavily trafficked, which, as the Minister will be aware, is due to the nature of Dorset’s road system. For example, one area that has two patrol crossings on the A351 carries 26,000 vehicles per day at peak season. The county council installed a pelican crossing. In January 2009, it decided that the pelican crossing alone was not safe and retained the patrol crossing person at that point. Has it become more safe since then? Quite the contrary, I would argue.

Lytchett Matravers has a road that is incredibly busy and dangerous for parents and children to cross. In Colehill, three crossing patrols serve five schools. Without a crossing, parents cannot get a child to the middle school and one to a first school on time. The county council recently spent £28,000 on a cycleway and pavement to help to support the walk to school programme, but parents and children reach the end of the pavement and find no safe point to cross the road. Corfe Mullen parish council has vehemently opposed the cut, making the point that children’s safety is paramount.

What additional powers would be needed to ensure that local authorities fund school crossings that are shown to meet the agreed national criteria? I am beginning to conclude that the power should not be discretionary, and I point out that if a few authorities cut school crossing patrols this year, it could become widespread across the country, which would be of great concern.

We are discussing vulnerable children who should be walking and cycling to school where practicable. The cut is small in relation to the county council’s budget, achieves nothing and destroys a lot. I hope that the Minister will respond with some facts and figures that will help to persuade the county council that it should find savings elsewhere.

--- Later in debate ---

[The Parliamentary Under-Secretary of State for Transport (Norman Baker)]

I congratulate my hon. Friend the Member for Mid Dorset and North Poole (Annette Brooke) on securing this debate on a subject so important to children, families and schools in Dorset and elsewhere. I assure the House that we take the safety of children, and indeed all road users, very seriously indeed. The hon. Member for South Dorset (Richard Drax) correctly quoted my colleague the Under-Secretary of State for Transport, the hon. Member for Hemel Hempstead (Mike Penning), on that matter.

I listened with great interest to the points made by both my colleagues, who were eloquent and persuasive in their arguments. I will start by explaining the legislative background to the school crossing patrol service. The service is provided by local authorities. Legislation gives local authorities the power, but not the duty—my hon. Friend the Member for South Dorset was quite right—to appoint school crossing patrols to help children cross the road on their way to and from school. A school crossing patrol officer appointed by an appropriate authority, wearing the approved uniform and displaying the familiar sign has the power to require drivers to stop. It is correct that others acting on an informal basis do not have that power. School crossing patrol officers operating outside those conditions have no legal power to stop traffic.

Local authorities have a general duty under section 39 of the Road Traffic Act 1988 to promote road safety. The duty requires them to take such measures as appear appropriate to prevent accidents. It is for them to decide whether those measures should include school crossing patrols. The Education and Inspections Act 2006 introduced a duty on local education authorities to promote sustainable travel to school. If a particular road is considered unsafe for children to cross en route to school, the local authority can address the issue in various ways. School crossing patrols are one of the options available to them.

There are no specific requirements in the rules on school crossing patrols about the funding of the service, and there is nothing in those rules to prevent a school from providing such funding. Schools have considerable freedom in how they spend their delegated budget. Regulations prescribe that they can spend it on anything for the “purposes of the school”. That includes expenditure that will benefit pupils at the school and other maintained schools. We therefore believe that it is legitimate for schools to spend their budgets on school crossing patrols as long as governing bodies are satisfied that it is for the purposes of the school. All those matters are the business of the local authority and not something in which my Department can or should intervene.

I understand my hon. Friends’ concerns about a power as opposed to a duty, but I must advise them that we do not intend to introduce new legislation to place obligations on local authorities to provide specific road safety measures, whether they are school crossing patrols or any other measures. We believe that local authorities are best placed to decide the priorities for their local areas and the best way to improve road safety in those areas. Dorset county council, like other county councils, is democratically elected and answerable for its decisions to its local electorate. If it makes wrong decisions or decisions that appear to be or are interpreted as wrong, the electorate can make that known in how they cast their votes at subsequent county council elections.

The Government continue to provide substantial funding for local transport, including for road safety. It is for local authorities and their communities to decide what resources are used to improve road safety, and to determine their own solutions, tailored to the specific needs and priorities of their communities. Dorset county council has decided to seek to continue providing its school crossing patrols by inviting those who value their service to make some contribution. It has advised us that the changes are not due to take effect until September 2012. The word used was “postponed,” but I wonder whether that means that they really have been postponed or whether that is in line with the council arrangements that have been voted on and that were referred to earlier. In any case, that is the intended start date. My hon. Friend the Member for Mid Dorset and North Poole and the hon. Member for South Dorset may be interested to know that I am not aware of any other local authority with no crossing patrols at present.

Although we want decisions to be made locally wherever possible, we accept that national Government still have a crucial role in providing leadership on road safety, delivering better driving standards and testing, enforcement, education, and managing the strategic road infrastructure. We also provide information and guidance to support local delivery. We are preparing the strategic framework for road safety and have held workshops to inform its development. We plan to publish it in the near future. The Under-Secretary of State for Transport, my hon. Friend the Member for Hemel Hempstead, will lead that process.

The Department for Transport does much to promote the safety of children in many ways. For example, as well as working to protect children by improving driving standards, we issue advice, guidance and teaching materials so that children can be given the skills to become safe road users when they are out and about. In our most recent campaign, we piloted an innovative new partnership between the Think! child road safety campaign and four football clubs located in regions with higher than average casualties of six to 11-year-olds. The football clubs used Think! materials, prepared by the Department for Transport, in their after-school clubs and in activities in schools and on match days to help children learn how to find safe places to cross the road, which evidence shows is a key factor in helping children stay safe on the roads. The materials are on the Department’s website and we hope that other authorities will use them, too.

We have also made available to all schools our comprehensive set of road safety teaching resources, so that they have good-quality materials that they will want to teach. Think! education is aimed at four to 16-year-olds and covers all aspects of road safety, from car seats for young children to pre-driver attitudes for secondary schools. It includes materials for teachers, pupils and parents and can also be used by out-of-school groups, such as the Cubs and Brownies. The suite of teaching resources is currently being independently evaluated. We have also disseminated the Kerbcraft child pedestrian training scheme, whose evaluation has shown that the scheme is highly effective in delivering a lasting improvement in children’s road-crossing skills and understanding.

We strongly advise parents to encourage their children to take cycle training at about the age of 10 onwards. It provides the opportunity to influence their future travel behaviour by enthusing them and equipping them with the necessary skills. I want to make it plain that the Government are fully committed to supporting sustainable travel, including cycling. We are delighted to support Bikeability training—the cycling proficiency for the 21st century— for the remainder of this Parliament. It is designed to give children and adults the skills and confidence to ride their bikes on today’s roads. In 2011-12, £11 million will be available to local authorities and school sport partnerships to enable 275,000 more children to receive training.

I recently launched the new local sustainable transport fund, which was mentioned in the Department for Transport’s White Paper. The fund makes available £560 million to local authorities to encourage local sustainable travel. I hope that Dorset county council and other highway authorities will submit a bid for the fund. The hon. Members present may want to draw the county council’s attention to it to encourage sustainable travel initiatives in Dorset.

[Annette Brooke]

I thank the Minister for drawing attention to that large fund and for the emphasis that the Government are placing on sustainable travel to school. Walking is very important. We are talking about patrol crossings that meet national criteria, so should there not be more leadership from the Government, in the form of conversations with councils, if we are faced with the possibility of those crossings disappearing?

[Norman Baker]

We in the Department for Transport have a view of what would be desirable for each individual local authority to adopt as best practice, and, as I have indicated, we try to make available the materials and information to enable them to reach sensible conclusions about their own practices. Members will be aware, however, that, ultimately, we are encouraging democratically elected bodies to be responsible for their own actions. As a consequence of that, county councils, district councils and unitary authorities will take decisions that, in some cases, are not the ones that the Department would have taken had the matter been centrally controlled. In the era of localism, it is for county councils to be free to innovate. That might drive up performance, but on some occasions it might drive down performance. That is a consequence of localism. It will be more of a patchwork arrangement across the country.

What we can do is make it plain from the centre what we believe best practice is—we are beginning to do that through the methods that I have described—but, ultimately, it is up to Dorset and other county councils to decide whether they want to pay attention to that. Obviously, I hope that Dorset and every other county council in the country takes its road safety responsibilities seriously.

I was asked whether there should be a risk assessment before the matter is decided. I am advised that there is no requirement to carry out a risk assessment before stopping the service. As my hon. Friends know, the service is discretionary, so Dorset county council is not duty bound to produce a risk assessment, although it could, of course, have done so had it wished.

In conclusion, I pay tribute to the men and women all over the country who work as school crossing patrol officers—our much-loved lollipop men and women. I am very grateful for the invaluable work that they do. They are important members of the community, performing a difficult job in all weathers to ensure that children get to school as safely as possible. They have a crucial role to play in introducing children to road safety and respect for traffic. Everybody should value their contribution. I know that many have served their community over many years. They have seen the children grow up and then bring their own children to school, and they are remembered with affection by those of us young enough to have benefited from their help.

I am grateful to my hon. Friend the Member for Mid Dorset and North Poole for introducing this debate. The Department, the Government and I consider the issue of child safety to be very important, and I hope that I have demonstrated that this is an area in which we are active. On the specific matter to which my hon. Friend and the hon. Member for South Dorset have referred, they will appreciate that any decisions are to be made, ultimately, by Dorset county council. However, my hon. Friend was absolutely right to introduce the debate and I am grateful that she has received support from her parliamentary neighbour, the hon. Member for South Dorset. I believe that she has put together a compelling case, and hope that Dorset county council will reflect very carefully indeed on her remarks and those of the hon. Gentleman.

Question put and agreed to.

Oral Answers to Questions

Annette Brooke Excerpts

Thursday 22nd July 2010 Commons Chamber

[Mrs Villiers]

I am well aware of my hon. Friend’s strong campaigns for rail services in her constituency, and our visit to Clapham Junction railway station was particularly informative. She makes a good point about the more flexible use of capacity, and the train operators and Network Rail would certainly do well to take it on board. I suggest she raises it further with them.

[Annette Brooke (Mid Dorset and North Poole) (LD)]

14. What recent representations he has received on a compulsory requirement on cyclists under 16 years old to wear cycle helmets.

[The Parliamentary Under-Secretary of State for Transport (Mike Penning)]

I recently met representatives of the Bicycle Helmet Initiative Trust and my hon. Friend the Member for Wellingborough (Mr Bone), who told me in no uncertain terms that they would like wearing cycle helmets to be compulsory for children under 16.

[Annette Brooke]

I am sure the Minister shares my concern at the last set of figures for 2009, which show that for under-16s, serious injuries are up to 489 and that there were 16 deaths. Will the Minister give the House some information on the review of cycle helmet effectiveness that was planned for later this year? How will he make progress on striking the balance between encouraging cycling but, more importantly, encouraging child safety?

[Mike Penning]

I thank my hon. Friend for bringing this subject up. It is ever so important that we encourage more people to take up cycling, particularly young people, but at the same time, we must not scare them off by trying to force them to wear helmets, recognising the peer pressure on them. The Department ensured straight away that all its videos, DVDs and anything it broadcasts on the internet do not feature children under 16 without a helmet. That is the sort of message we need to send. Compulsion would be almost impossible to enforce, but we need to work to educate more young people to wear helmets.