Transport in the North-East

Debate between Bridget Phillipson and Lord Beamish

Wednesday 15th October 2014 Westminster Hall

[Bridget Phillipson]

I am grateful to the hon. Gentleman for raising an important point that I have sought assurance about. My constituency borders County Durham, and many services that run through it go to and from County Durham. I appreciate that it is an important area that does need addressing, but the benefits not only for Tyne and Wear, but for the wider region will be profound. I hope that the right decision is made.

[Mr Kevan Jones (North Durham) (Lab)]

I shall expand on this point if I am called to speak in the debate, but there is nothing in what is being proposed that guarantees or helps rural bus services in County Durham or Northumberland. The fact is that whether the leaders of Tyne and Wear or others like it or not, the profitable routes coming out of Tyne and Wear subsidise the rural bus networks in my constituency and that of the hon. Member for Hexham (Guy Opperman); those will be taken away if the proposal moves forward.

[Bridget Phillipson]

I understand my hon. Friend’s concern, but I do not share his conclusion. I am sure that he will make his case strongly to the leaders of the combined authority. I am confident that the proposal will secure the long-term future of our bus network in Tyne and Wear and in the wider region in the longer term. I understand my hon. Friend’s concerns and am sure that he will set them out in greater detail.

Profit cannot be the sole priority for a public bus service. Competition can be an important way to ensure low fares and improve services. However, the existing system of deregulated bus services is broken. An investigation in 2011 by the Competition Commission was highly critical of deregulated bus services. It found that there was limited competition between operators, which tended to result in higher prices and lower quality for passengers. The report also found that head-to-head competition for services was unlikely between dominant operators. There was heavy criticism because some bus companies were accused of colluding to avoid direct competition entirely, which resulted in geographic market segregation. As in the energy market, a small number of companies dominate the bus market in the region. A quality contract scheme would create a level playing field, allowing new entrants to break into the market. It would also deliver better value for taxpayers and passengers alike.

I constantly hear from local people who struggle to get to work easily, especially shift workers in places such as Doxford international business park, where many thousands are based. The recently announced Metro strategy 2030 set out ambitious plans to develop Tyne and Wear’s Metro system, with the potential to include Doxford park in the long term. Current predictions estimate 5.4 million passenger trips per annum by 2030 on the South Shields to Sunderland to Doxford line, but any extension would of course depend on government support. The plan recognises both the importance of the business hub to our local economy and the need for regular and high-quality transport links to and from work. The proposal forms part of a comprehensive plan to improve transport in our region. The Metro Strategy 2030 includes a proposal to bring part of the Leamside line back into use. The North East local enterprise partnership has commissioned a study into the business case for reopening the line, and has identified improving links within the region as one of its key priorities. Long-term investment is important, but next Tuesday one part of the solution to our transport needs is within our grasp.

I am grateful to EDF, based at Doxford, for recently conducting a staff survey on public transport. In the survey, 38% of respondents felt that services to Doxford park were either very poor or poor value for money, 40% felt that services had either very poor or poor frequency during the day, and a shocking 62% felt that frequency during the night was either very poor or poor. One respondent noted that bus prices were so high that it was cheaper to use a car, with another being forced to catch three buses to get home if their shift finished after 8 pm. I visited EE, which is also based at Doxford, and found that many of its staff face the same challenges. I heard that those whose shifts finish at 8 pm literally run out the door to catch the last bus, or face a long wait. Others must come to work far earlier than their shift start time, because unless they catch the hourly bus service, they risk the consequences of being late. Obviously, that risks impacting on staff retention. That is not good enough. Visitors and staff at Doxford Park make an important contribution to our local economy, and they should be able to expect a fair, reliable and efficient bus service.

In 2011, Government cuts meant that the 3½-mile Sunderland central route had to be scrapped. The scheme would have eased congestion and improved access to Rainton Bridge business park. The loss of the scheme was hugely disappointing, and was made all the worse by the lack of alternative transport options for the staff there. The scrapping of the route has had a significant effect on traffic in the surrounding area and on local residents who live nearby.

I have been continually disappointed by the bus companies’ attitude to improving services for their passengers. The voluntary agreement that the bus companies are supporting would result in severe cuts to publicly funded bus services and to support for non-statutory fares, therefore falling far short of what is necessary. Bus companies are refusing to listen to their customers’ concerns, choosing instead to redirect routes that customers rely on, make meaningless changes to route names and numbers and to bus branding, and embark on a systematic campaign of scaremongering. Bus companies appear more concerned with threatening legal action than dealing with cuts to services and rising fares.

Yesterday morning, I received an e-mail from Go North East seeking to acquaint me with what it sees as the facts on a quality contract scheme. Go North East claims that customer satisfaction, including with fares, is higher than in any of the metropolitan authorities, and higher than in London. However, it fails to address the declining use of buses. Between 2001 and 2011, the number of people using the bus to travel to work in Tyne and Wear fell by 13%; the number of adult fare-paying passengers has also declined. Furthermore, the survey used to support the claim does not take into account the view of people who no longer use the bus because there simply is not one to catch any more.

Go North East claims that the quality contract scheme aims to take funding out of the bus system. That is simply untrue. The quality contract scheme will avoid cuts to secured bus services and to support for discretionary concessionary fares. The voluntary agreement preferred by the bus companies, by contrast, will lead to significant cuts in secured services and discretionary concessions, even if local public support remains at the same level.

Go North East claims that the voluntary agreement can start two years earlier than the quality contract scheme can. Many aspects of the voluntary agreement, however, are unacceptable or incomplete as drafted. In addition, the main potential delay to introducing the quality contract scheme would be legal challenge by the bus operators. I hope that they decide to do the right thing: to prioritise customers and recognise the democratic decision of the combined authority.

There is an inherent conflict between the desire for the voluntary agreement to be certain, legally binding and enforceable, and the need for flexibility to avoid the arrangement breaking competition law. Therefore, the voluntary agreement relies on trusting each of the operators to abide by the spirit and the letter of the agreement. Even under the voluntary system, however, bus operators may make changes to services without approval of the partnership board. That does nothing to create stability in our local bus network. Services will continue to be assessed on their commercial returns, rather than on their usefulness to local communities.

Whatever operators might say, the voluntary agreement fails to deliver the Oyster-style ticketing system that is a major advantage of the quality contract scheme. It is clear from the persistent scaremongering, threats of legal action and negative campaigning that the bus operators are primarily concerned with protecting profit, rather than improving the service for passengers.

In a time of difficult decisions about spending, it is crucial that we get the best value for money. According to the House of Commons Library, the taxpayer subsidised bus services by approximately £2.3 billion in 2011-12. Those subsidies amounted to about 45% of all bus operator revenues. As we are all paying for bus services, it is time to ensure that the money that we invest goes back into our communities. Nexus estimates that the quality contract would provide £272 million in economic benefits to the region over a decade by reducing fares, providing better services and ensuring more bus passengers.

Similarly, the northern region TUC concluded that there was a strong business case for the quality contract. It will harness any revenue surplus for the benefit of passengers and communities, rather than for bus company shareholders. The proposal would provide a sustainable funding future for buses in our region to a greater extent than all other options.

Next Tuesday, the North East combined authority will decide whether to introduce a quality contract scheme. The process has been too long and drawn out. I am glad that we would legislate to give local authorities more powers to create better bus networks and to make it easier to implement quality contracts. At the core of the debate is local decisions to deliver a service that works, supporting businesses, growth and job creation. Local people must have the bus services that they deserve. Even the bus operators acknowledge that the status quo is no longer sustainable. This is our opportunity to lead the way, but it is an opportunity that will not come again.

--- Later in debate ---

[Mr Jones]

No, I am sorry; my hon. Friend does not understand the system. [Interruption.] I am sorry, but she does not. If there are subsidised secured routes that are paid for by the taxpayer, the taxpayer can determine where they go. That is nothing to do with the bus company. My hon. Friend spoke of excessive profits, on those routes that are profitable, but there has to be money in the system; she should be aware, as I think many people are not, that under the current proposals Tyne and Wear council tax payers—I am not one—will underwrite its bus service system, with consequences for them if passenger numbers go up or more subsidy is needed.

I am not arguing for the old free-for-all, but that is not what we have. I remember the disastrous days of bus deregulation in 1986, with buses chasing buses, but we do not have that system now. A far better way forward for us would involve some type of regulation—and if the threat could be used as a bargaining chip with the bus companies I would totally agree with that. However, it is not a panacea for every issue. Quite a few hon. Members have talked about bus services being withdrawn, but a quality contract will not prevent that. They will be withdrawn unless more money is put into the system.

The hon. Member for Stockton South raised an interesting point, which is one that I make constantly to officers in County Durham. The problem is that in some of the areas in question buses are not the solution. We need to think of more creative ways to transport people from isolated communities, such as taxi-buses or alert-buses. I accept what my hon. Friend the Member for Sunderland Central (Julie Elliott) said: even in urban areas there can be isolated places. We need a system to feed the people who live in those places into the main, profitable system. That would be far better than to think that the solution is a bus. Quaking Houses is a nice rural village in my constituency, but there is not the demand for a double-decker bus on a Sunday. Reactive taxi services, for example, could take people to central hubs that would feed them into the network. That is how we need to think—not just focusing on buses, but more creatively.

[Bridget Phillipson]

I just want to point out that services are withdrawn not only because they are unprofitable per se. It can be because they are not profitable enough. Bus operators refuse to publish data on the profitability of routes. When there are big changes and routes are cut or withdrawn almost entirely—as happened in communities in my area such as Shiney Row, and Houghton and Hetton, which have big urban centres; a lot of people use the route—that is not about unprofitable services. It is just that the operators do not regard them as profitable enough. That is the distinction.

[Mr Jones]

I accept what my hon. Friend says, but under the current proposal those services will not be protected. The only way to do it would be to put more subsidy in. If the argument is that there is a bottomless pit of money from the taxpayers of Tyne and Wear to support them, that is fine; but in reality there is not.

To return to the cross-border issue, we might suppose it would have been thought about—and it has, but in a typically bureaucratic, council sort of way. The cross-boundary bus collaboration protocol is a fine document, from which I need to quote to show that the important people—the public and the people who provide the services—are being taken out of the equation. Paragraph 4.4 says:

“In the event that a Cross Boundary Service does have an adverse effect on the QCS Services the Combined Authority shall use reasonable endeavours to seek to agree amendments to the registration…of the relevant Cross Boundary Service”.

Therefore, there will be disputes, for which there is a great organisation called the cross-boundary officer group. It sends a shiver down my spine that it will be left to officers to deal with that. What clout will Durham have to protect services? None at all; because at paragraph 6.7 the document explains what will happen if

“the Council considers that the Draft Plan has an adverse impact on Service Users”

in Tyne and Wear:

“The Parties shall use reasonable endeavours to ensure that the Tyne and Wear Sub Committee considers such requests.

Where the Tyne and Wear Sub Committee makes such adjustments to the Draft Plan to accommodate requests made by the Council, the Draft Plan shall be deemed to be approved by the Council.”

It goes on:

“Where the Tyne and Wear Sub Committee does not consider it possible to make any such reasonably requested adjustments to minimise the…effect of the Draft Plan on the Council and its Service Users, the Combined Authority will seek to procure that the Tyne and Wear Sub Committee promptly responds to the Council in writing, providing reasons.”

If those involved fail to reach an agreement, it will go to a dispute resolution panel. That is fine, but what bureaucratic nonsense that system is. It will not help to solve cross-border disputes. We need to take a step back from the proposal, because it will be a problem for the likes of County Durham and Northumberland. I know that those plans have been in gestation for a long period of time, and that people perhaps think that because they have been sent a lot of work on it, “We’ve got to try and do something.” However, I would urge people to take a step back and think about it.

I want to raise two other issues. The first is airports, and I congratulate David Laws and the team at Newcastle airport, who have done a fantastic job. It is a gleaming example of where the private and public sectors can work together, not only to deliver great service to the travelling public in the north-east, but to be an important economic catalyst for the north-east economy, in terms of both passengers and freight.

I would like the Minister’s comments on one point, however. Under the new devolved arrangements for Scotland, will the airport passenger duty be devolved to the Scottish Government? If it is and we have two systems, undercutting will directly affect airports such as Newcastle, and their ability to compete on routes will be a problem. The Government are still out to consultation on another matter—the third runway at Heathrow—which is always seen as a London issue, but it is not. It is vital to Newcastle that that runway goes ahead.

I want briefly to touch on rail before I finish. In the north-east, there is an issue about the skills that we need to support existing and future rail infrastructure there. May I congratulate Newcastle college? I went to its new rail academy in Hebburn last week. It is a very forward-thinking project that is trying to ensure that people have the skills that they need, not only in terms of the hard-end engineering side of rail, but in terms of the softer, more customer-focused side. It will be a very good thing for a lot of young people to get access into an industry that has a future both in the north-east and in the rest of the country, and also has an international dimension that should be very important for them. With that, Mr Caton, I conclude my remarks.

Finance (No. 2) Bill

Debate between Bridget Phillipson and Lord Beamish

Tuesday 1st April 2014 Commons Chamber

[Bridget Phillipson]

I agree entirely with my hon. Friend’s point. I was about to come on to look at the Labour Government’s record on the automotive industry and on industrial strategy. It is simply not right to begin looking at the sector only from 2010. A lot of work went in, over a long period of time, with the work force and the trade unions as well as through Government, to make sure there were the right skills and the investment needed for the industry to compete in the future. The Labour Government took that seriously; I hope this Government will take that forward.

[Mr Kevan Jones]

I agree with my hon. Friend about the long-term strategy that was put in place. Also, when help was needed at a crucial time in the downturn, the vehicle scrappage scheme helped work forces not only at Nissan but in the constituency of my hon. Friend the Member for Coventry South (Mr Cunningham). It may have been a short-term stimulus, as the hon. Member for Cities of London and Westminster (Mark Field) said, but it certainly helped at that time.

[Bridget Phillipson]

My hon. Friend makes the point that I was just about to come to, about the car scrappage scheme. There was also the enterprise finance guarantee. During the downturn that was crucial in keeping people in work and keeping the plant productive. My hon. Friend has no doubt visited Nissan and will know that it is crucial for a plant to keep staff numbers up, to be able to compete and to attract contracts. Nissan is very competitive internally, and Nissan in Sunderland continues to have to compete with plants in Europe and across the world. It is crucial to maintain core staffing levels so that when contracts come up internally, we can bid for them in Sunderland. The car scrappage scheme was crucial in making sure that we kept people in work at the plant and in the supply chain.

Ministers cannot afford to be complacent about the degree of success we have been enjoying and about ensuring that it is maintained. Continued success is not inevitable. A constant concern that is raised with me is that talk of Britain leaving the European Union and all that would follow from it creates massive risk and uncertainty about investment in Nissan. Nissan has rightly warned against that and Government Members should be mindful of the fact that continuing to engage in a Back-Bench debate about the future of Britain in the EU could have damaging consequences for areas such as mine, which rely so heavily on our ability to export to Europe.

A report published just yesterday outlined that the north-east and the midlands would be hardest hit by Britain leaving the European Union. That is no doubt linked to the automotive industry in both regions and our ability to export to that single market.

[Mr Jones]

I concur with my hon. Friend, but it is not just the automotive industry in the north-east that would be affected. Investment in Komatsu, which employs a lot of people in my constituency, and the new, welcome investment in Hitachi would also be affected. The chemical industry on the Tees also relies heavily on European markets.

[Bridget Phillipson]

That is absolutely the case. One of the ways in which Sunderland has diversified its economy has been to move towards software. The number of new small software firm start-ups is among the highest in the UK. Many of them are looking to expand into and open offices in Europe and I have no doubt that they do not find helpful the constant discussion we are having about Britain’s role in Europe. They want to expand what they export and their role in Europe by opening offices there. They do not want to have a pointless debate about Britain’s role; they just want to get on, create jobs, invest in our region and continue to diversify our economy. I have no doubt that my hon. Friend, like me, will recognise the fact that there was a big shift in the north-east economy in the 1980s and ’90s. We have transformed our industries, although that has not been entirely of our own choosing—we had to transform them. In fact, given the transition that had to take place, we have been remarkably successful. The fact that the software sector in Sunderland continues to grow, including in Rainton Bridge in my constituency, shows what we are capable of in the north-east, but we need the Government to work with us to achieve it.

Fire and Rescue Services

Debate between Bridget Phillipson and Lord Beamish

Wednesday 5th September 2012 Westminster Hall

[Mr Kevan Jones (North Durham) (Lab)]

My hon. Friend makes a good point about averages. For example, does she realise that in Durham and Darlington the figure for the first year is 14%, while for the second it is 15%?

[Bridget Phillipson]

My hon. Friend’s constituency is not covered by a metropolitan authority, but Durham and Tyne and Wear face many of the same challenges. We do much cross-border work, and that will increase as a result of natural events such as flooding. We will call on firefighters from different authorities to provide cover and help out where needed.

The metropolitan authorities—West Midlands, Merseyside, South Yorkshire, West Yorkshire, Greater Manchester, and Tyne and Wear—have shouldered the biggest burden so far. In the previous settlement, 11 non-metropolitan services received extra funding, while all six mets received budget cuts. The Minister may touch on the fact that the formula employed by the previous Government has been used, but changing the weighting of four crucial blocks caused significant disadvantage to areas such as mine with a reduced council tax base. The cuts have so far led to Tyne and Wear fire and rescue service losing 68 full-time firefighters, 31% of enforcement staff, 28% of support staff and one pump.