Oral Answers to Questions

Emma Lewell-Buck Excerpts

Thursday 30th March 2017 Commons Chamber

[Andrew Jones]

I much enjoyed my visit to Toton and Trowell to see the economic impact that HS2 will have there, to talk to businesses and to look at the implications for local communities. I will of course be very happy to take every action we can to ensure that this works for everybody, including the mitigation that my right hon. Friend suggests. We want to minimise the impact and maximise the benefits from this exciting project.

[Mrs Emma Lewell-Buck (South Shields) (Lab)]

Back in a 2015 debate, the Under-Secretary said that he recognised that the 40-year rolling stock was coming to the end of its life and that he was looking towards having a new fleet. This was in relation to our Tyne and Wear metro. As we are now two years on, can he say when he is going to invest in our metro?

[Paul Maynard]

We are in discussion with Nexus at the moment on how we go about this. I have met representatives from the company and we are hoping to make it happen very soon.

Tyne Marine Office

Emma Lewell-Buck Excerpts

Monday 27th March 2017 Commons Chamber

[Mrs Emma Lewell-Buck (South Shields) (Lab)]

South Shields has a proud maritime history, present, and, I hope, future. The shipping industry is a major employer in South Shields, its contribution to the industrial and social history of the region being well documented. As one seafarer commented to me, South Shields used to be the centre of the universe for the maritime industry.

The Tyne marine office was previously based at Compass House inside the port of Tyne. It provided seafarers and our local area with a range of vital services, including managing and issuing seafarers’ documentation, and conducting oral exams and eye tests. Our surveyors fulfilled the UK’s legal obligation to conduct port state control inspections of foreign-registered vessels working from our ports in the UK, as well as providing a public counter service for advice and complaints from ship owners, seafarers, and members of the public.

The Maritime and Coastguard Agency’s consultation on the future of the Tyne office stated that it would close by September this year, yet it closed on 6 March, with the lease expiring just a week later—a move that was supported by the Government’s maritime growth study. I accept, of course, that some alternative provision has now been made at South Tyneside College for an initial period of five years, but the move has seen a depletion in crucial parts of the service. Not only was the office closed ahead of schedule, but what is in its place does not, quite frankly, fit the bill. The new office will not have on-site surveyors, nor a counter service. The 18 surveyors have been redeployed in the “flexible, customer-focused” way the Government believe to be an essential strand in their plans for maritime growth. The consultation proposed

“to put in place a remote, IT-enabled working regime to minimise any adverse impact. This would be based around our surveyors working remotely, from other suitable MCA or Government locations or from home.”

This is now in practice. However, can the Minister advise me on when the new IT system for remote working will begin to be used by MCA surveyors? It is important that ports and ship owners in the north-east, but also taxpayers, know how much the IT procurement exercise will cost, in order to balance it against the estimated £330,000 total annual savings that the MCA will make from the marine office closures.

The loss of the Tyne marine office has left a 350-mile stretch of UK coastline between Aberdeen and Bridlington with no physical base for MCA surveyors who are required to inspect and, if necessary, detain a diverse range of UK and internationally registered shipping. Its loss has increased the prospect of the private sector carrying out port state control work at ports where an MCA surveyor may not be available at short notice. This was recognised by some local RMT members in the north-east who made their feelings clear to the Government and to the MCA, stating that

“the closure of the Port of Tyne office and opening an office in Bridlington will open the North East coast to be exploited by shipping companies when inspectors are working from home and do not have a centre to coordinate their inspections and monitor shipping movements along the North East coast.”

In November 2013, a Panama-registered ship called the Donald Duckling was detained in the Tyne by MCA surveyors. This cargo vessel of over 46,000 tonnes was found to be unsafe and crewed by 18 Filipino seafarers who had run out of food. The vessel owners then abandoned the ship and the crew, who were stranded on the vessel, without pay and reliant on international freight transport and our brilliant South Shields Mission to Seafarers and assistance from our port of Tyne to survive. The crew had to wait nearly a year before receiving any pay or safe passage home. Moving MCA survey work away from a physical base may compromise response times when a substandard vessel of concern is in the north-east ports, even if only for a relatively short period.

The other change is the loss of counter service. Marine offices traditionally provide that service to cater for matters such as discharge books, training record books, seamen’s cards and other certification, including duplicates of lost certificates. As our marine office covered Berwick to Whitby, this is a loss not just for my constituents but for the whole north-east and parts of Yorkshire. Seafarers now have to travel to Hull or send their documents by post, all at increased cost and risk. Providing the service is an administrative task, and I am led to believe that the same number of administrative staff are to be retained at the college, so I am completely at a loss as to why the service has been removed, especially when the range of certification required to work at sea is extensive and subject to regular updates.

Just this January, the key convention on standards of training, certification and watchkeeping, which sets out basic requirements for all seafarers, was subject to changes, and the MCA is in the process of reforming its fee structure, including for the basic medical certificate, without which a seafarer cannot work at sea. Marine information notice 541, issued by the MCA earlier this month, states that the Hull marine office will offer a number of services previously provided in the Tyne marine office. The Hull office, which was under threat, is to remain open, but that does not take away the fact that the counter office for seafarers in South Shields and in the north-east will be 100 miles down the coast.

The number of seafarers at work or in training in the UK shipping industry is in long-term decline, with records showing that there has been a 60% decline in the number of merchant seafarers over the last 30 years. We are seeing a decline in offshore supply activity in the North sea following the collapse in oil prices, and there is a constant threat, especially for ratings, of being replaced by low-cost crew from overseas. In that context, I cannot see how the loss of the Tyne marine office will encourage my region to recover jobs and skills in this industry. The Government speak of wanting to recruit and train more British seafarers, but surely taking steps such as the closure of this office and the removal of the counter service will have exactly the opposite effect.

[Mr Alan Campbell (Tynemouth) (Lab)]

My hon. Friend will be aware of the planned merger between South Tyneside College and TyneMet in my borough. With our history of seamanship and engineering excellence, should we not be encouraging young men and women who seek a career at sea, rather than discouraging them?

--- Later in debate ---

[Mrs Lewell-Buck]

It will come as no surprise that I agree completely with my right hon. Friend. In an era when our seafaring industry is declining, we should be doing everything we can to encourage growth, so I would like the Minister at least to commit today to restoring the counter service in South Shields.

The seafarer projections review published by the Department for Transport in January forecasts big increases in the demand for seafarers from the UK shipping industry over the next decade. If UK ratings and officers are to fill those jobs, the Government have to go beyond the maritime growth study to tackle the effect of the low-cost crewing model in constituencies such as mine. I understand from the maritime unions that the Government are taking encouraging steps on applying the national minimum wage for seafarers. We need significant reforms such as that, not the closure of marine offices, to revive our traditional seafaring communities.

I am pleased that South Tyneside College will retain responsibility for conducting seafarers’ oral exams, because the Tyne marine office conducted the highest number on the national network. Between 2009 and 2016, it carried out nearly 7,700 seafarer oral exams. The total number of UK seafarers working today is just over 23,000, so a significant number will have been through the marine office in my constituency. I sincerely hope that the Minister will be able to offer some assurances that that service will remain firmly in place in South Shields for the long term.

I am a little confused about why, in all those changes, the office has retained the ensign unit, which carries out services for the large or super-yacht sector. I think all my constituents will agree that South Shields is not an area awash with super-yachts. It is, however, awash with seafarers. Can the Minister explain the rationale for keeping that service but not the much-valued counter service that my constituents wanted us to retain?

It is short-sighted to cut the marine office network, particularly in traditional seafaring centres such as South Shields. Marine offices such as that on the Tyne should be seen as assets in an industrial strategy that strengthens the links between maritime communities and seafaring jobs and skills, particularly for women, who remain poorly represented in the seafarer workforce domestically and internationally. The loss of the Tyne office in my constituency will save the MCA only just over £100,000 per year. Its closure tells my constituents that the Government do not value seafarers in the north-east, and I fear that the long-term effects of these changes will far outweigh the short-term and short-sighted financial gain.

--- Later in debate ---

[Andrew Jones]

I am not sure I can agree with the hon. Gentleman, but I will come on to discuss that very point later.

Operational safety matters for the sake of the seafarers on ships, and for protecting our cherished and highly prized marine environment. That is why we need a robust, strong and effective ship survey and inspection regime. Within my Department, the Maritime and Coastguard Agency is responsible for providing the broad safety regime. In that effort, the agency and its staff are guided by its mission statement:

“Safer lives, safer ships, cleaner seas”.

The ship survey and inspection regime we have established must be capable of ensuring the safety of the shipping industry, while at the same time being supportive of the industry it serves and commercially attuned to what the industry needs. That view is shared by the industry itself, and it was highlighted in the “Maritime Growth Study” report published in September 2015. Lord Mountevans’s report set out a number of recommendations to support the growth of the whole maritime sector. The Government and the industry have been working tirelessly, in unison, since the report’s launch to put into effect its excellent recommendations.

For the Maritime and Coastguard Agency, we have implemented some of the recommendations by separating the UK ship register into a bespoke, commercially focused directorate. We have appointed Doug Barrow, formerly the chief executive of Maritime London, as the new director of the UK ship register. He has been supporting the MCA on a part-time basis since January, and will take up his appointment full-time on 10 April. Mr Barrow brings with him an expert and forensic understanding of the commercial needs of the shipping industry. The MCA’s leadership has also been bolstered by the appointment of its first non-executive chairman. Michael Parker, who will fill that role, brings with him over 40 years of experience and knowledge. He, too, will support the MCA’s greater commercial awareness and responsiveness, which is critical to what I will come on to talk about shortly.

Another transformational change for the agency, which is linked to balancing its role as a regulator with the need for greater commercial responsiveness—this recommendation was at the heart of the “Maritime Growth Study”—is the modernisation of our ship survey and inspection arrangements. Ship survey and inspection is at the heart of the Government’s responsibilities as both a flag state, running a shipping register, and as a port state, with many ships visiting UK ports and harbours daily. Both roles are about balancing safety and the protection of the environment with facilitating legitimate commercial activity and trade.

The safety of shipping, ports and the marine environment is dependent on effective and proportionate regulation, robust technical standards and the comprehensive oversight and inspection of national and international merchant shipping fleets. Effective survey and inspection is key to compliance, and it must be robust if it is to support the level of growth in the maritime sector envisaged by the “Maritime Growth Study”. Overseeing shipping and protecting the marine environment carries a degree of risk that needs to be properly managed. A failure in regulatory governance by those operating ships could—very sadly, as we all know, it sometimes does—result in serious accidents, with damaging consequences for those involved and for our environment.

The MCA carries out its ship survey and inspection regime for the UK through a frontline cadre of some 130 marine surveyors located around the UK. The marine surveyors are experienced seafarers, many of whom are master mariners, chief engineers or qualified naval architects. The frontline marine surveyors are supported by experienced and equally qualified colleagues working in policy, technical and in-house advisory positions, providing oversight and advice, and monitoring technical and professional standards.

Notwithstanding its strong global reputation for competence and its positive influence on worldwide safety standards, the MCA has struggled in recent years to meet its remit and its ability to discharge its statutory obligations for maritime safety. In part, that has been because it has proved difficult to attract qualified marine surveyors in what is a highly competitive marketplace. The marine surveyor cadre has been operating with some 30% vacancies, and has for the past few years found it very difficult to attract and retain high-quality staff.

Recognising the need for change, the agency carried out a comprehensive review of the way in which it delivers its ship survey and inspection obligations. By listening to the needs of customers and the industry, and by considering the Government’s estate strategy and optimising the potential benefits of technology, the MCA has identified a number of areas where improvements can be made. With the support of the trades unions, new terms and conditions have been agreed for the agency’s frontline marine surveyor workforce. The modernised terms are designed to improve availability, deployability and responsiveness to industry and wider demand, while at the same time retaining and attracting new talent to the workforce.

A key element to the new terms and conditions is the concept of remote working, which is made increasingly possible by modern technology. The hon. Lady asked about new IT systems, and I can tell her that they are already in place. Marine surveyors will no longer be required to work from one of the relatively few marine offices around the UK. They can instead work remotely anywhere, serving a much greater proportion of our customers in and around the UK’s ports.

[Mrs Lewell-Buck]

Will the Minister share with the House the cost of the new IT programme?

[Andrew Jones]

I cannot do so, because I do not have that information with me, but I will find out and write to the hon. Lady.

The key is to build on remote working, which is made possible by modern technology, to provide a more customer-oriented service. With frontline marine surveyors based closer to their customers, the MCA can simply respond quickly to customer needs. That ability is a further direct response to an industry that increasingly needs support at all times of the day. The changes address particular industry concern and call for change. That is the background: a more customer focused and responsive sector driven by technology, and the needs of a sector that we wish to see grow.

That brings me to the specific issue of the closure of the Tyne marine office. As part of the overall package of change, the MCA consulted last year with the public and industry on the new proposed estate footprint. Following the consultation, the agency concluded that there should be nine marine offices across the UK. The proposal to close the Tyne marine office was confirmed. The Tyne marine office has played a key role in maritime safety, alongside others, in the north-east for many years. That point was made by the hon. Lady. It is without question. Its close relationship with local industry and with South Tyneside College has seen over 1,000 seafarers, both new and experienced, visit the marine office every year to sit their seafarer examinations.

Recognising that local need, I can inform the House that the same number of marine surveyors will continue to be located in the Tyne area to meet demand. The Tyne marine office has closed, but the MCA has opened a bespoke examination facility in the area to respond to the needs of the customers and industry. The new examination centre, which has MCA branding, is situated within South Tyneside College. As I am sure the hon. Lady is aware, it opened on 13 March 2017. The MCA’s commercial large yacht unit, known as Ensign, will operate from the same examination centre. It might not be a venue for that many super yachts, but it is a venue for expertise within the MCA. That is why the unit was there in the first place. Remote working marine surveyors based in the Tyne area will be able to use the facility as a remote office when required.

The hon. Lady raised concerns about there no longer being a counter service on the Tyne. There is no longer a counter service, but I would highlight that the MCA still has in place service provisions to provide documents, such as discharge books and seamen’s cards, in line with other Government services. Applications for these documents can be made online or via the post. It is worth noting that over the past two years, there have been approximately two visits per week to the Tyne counter. That is in contrast to the 1,200 exams and over 100 port state control inspections per year. The provision of a counter service fails to take into account the direction of technology, the lack of demand and the need to consider providing services in a way required by customers.

[Mrs Lewell-Buck]

I thank the Minister for giving way again. He is being very kind. I am aware of the figure of two people a week going to get papers and documentation, but does the Minister have figures for how many people came into the office for help, advice or discussions about future careers? That service mattered to my constituents and they would want it to be brought back.

[Andrew Jones]

I can pick up that point, along with some of the other points raised. The need to have a presence in the area is understood, with the link to, and the base at, South Tyneside College, which will deliver 1,200 oral exams and over 100 port state control inspections a year. It is important to emphasise that the MCA and its excellent marine surveyors have not in any way abandoned the north-east of England. They are still very much there. They are talking about the same number of people providing the same services. They will be supporting their local customers. What we are trying to do is deliver that service in a way that is more responsive to customer need. That is the feedback from industry. We need to make our service more attuned to its needs, so we no longer continue to see maritime decline. They are just working differently and from a different base at the South Tyneside College.

This was the first step in a national restructure intended to secure a robust survey and inspection regime that aims to deliver a more efficient service. It is a service that can meet the needs of customers and industry. It is a modernised service that will help to attract new ships to fly the flag and join the UK ship register. I can assure the House that our modernised ship survey and inspection arrangements will mean that we retain our place as one of the most respected maritime nations in the world.

Question put and agreed to.

Oral Answers to Questions

Emma Lewell-Buck Excerpts

Thursday 28th January 2016 Commons Chamber

[Andrew Jones]

I am looking forward to visiting my hon. Friend’s constituency on 27 May. I agree that more money is required, which is why the Government have increased the budget. Within the two initiatives that I have just highlighted, may I include the fact that we are also incentivising part of the maintenance fund so that efficient and organised councils are rewarded? That will encourage local councils to improve the maintenance regime on their highways. I urge him to work with his council so that it can benefit from that scheme to the maximum.

[Mrs Emma Lewell-Buck (South Shields) (Lab)]

From this year until 2021, both the A1 and the A19 will be undergoing extensive roadworks. Although that investment is welcome, the current plans show that both roads will be upgraded at the same time, which will create total chaos on our region’s road network and bring the north-east to a total standstill. I have already written to the Secretary of State about this, and he is clearly not interested. Will he show some interest from today?

[Andrew Jones]

We are investing significantly in our road network. We have the Government’s first road investment strategy, with a significant overall pot of £15.2 billion. It is phased to deliver maximum benefit across our country. Of course Highways England plans such things effectively, and then works with local partners to ensure that there is minimum disruption. We should welcome the investment, as I certainly do.

Tyne and Wear Metro

Emma Lewell-Buck Excerpts

Wednesday 1st July 2015 Westminster Hall

[Mr James Gray (in the Chair)]

Order. Before we start, I think it is reasonable, despite my natural inclinations, to say that gentlemen may, if they wish, remove their jackets—if they have not already done so.

[Mrs Emma Lewell-Buck (South Shields) (Lab)]

I beg to move,

That this House has considered the performance of the Tyne and Wear Metro.

It is a pleasure to serve under your chairmanship, Mr Gray. I secured the debate because my constituents are quickly losing patience with the Metro service, which is unreliable and overdue for investment. Barely a week goes by without me being contacted by people who are fed up with delayed or cancelled services making them late for work, preventing them from getting their kids to school, or keeping them from important appointments. A quick glance at Metro’s Twitter feed shows why. On most days, some sort of delay or cancellation is reported, not to mention the numerous other faults that disrupt passengers’ journeys, such as broken ticket machines—that happened again today—and information boards that give out misleading or incorrect information. Last winter, the service was so poor that only 64.5% of trains arrived on time, which means that more than one in three trains was late.

These problems occur so frequently that commuters have created a Facebook group called “Sort out the Metro”, which attracted hundreds of members in only a couple of weeks. Nearly 3,000 people have signed a petition calling for the Department for Transport to begin an independent review of our Metro services. These are not just annoyances; people rely on public transport to get them to where they need to be, and there are real consequences when the network fails them. One woman from my constituency wrote to me to explain the effect that delayed services have on her family. She explained that her husband uses the Metro to travel to his job in Gateshead, but failed trains mean that he can never guarantee that he will arrive on time. When he is three minutes late for work, he is docked 15 minutes’ wages. When he is 15 minutes late, he loses half an hour’s pay. Those may seem like relatively small sums of money individually, but when multiple journeys are delayed each week, the amounts soon add up.

The problems do not end there for my constituent. She explained that she works evening shifts, so if her husband’s train home is delayed, there is no one to take care of their young child. Either she has to be late for work, or she has to find a last-minute babysitter. Public transport is supposed to make people’s lives more convenient, but for her family it is doing just the opposite.

[Chi Onwurah (Newcastle upon Tyne Central) (Lab)]

I congratulate my hon. Friend on securing this debate and on the excellent points that she is making about the importance of the Tyne and Wear Metro. I am probably showing my age by saying that I remember the Tyne and Wear Metro launching. I remember how proud we were that it was the first light rail system in the country to be entirely disabled-accessible. Looking back, can we not see that the current problems are testament to a failure of investment, which we need right now in the Tyne and Wear Metro?

[Mrs Lewell-Buck]

My hon. Friend makes an excellent point, which I will come to later. When the investment is there and our Metro is working properly, it is brilliant and it serves our area well. At the moment, however, the lack of investment really shows, and it has an impact on all our constituents.

[Ian Mearns (Gateshead) (Lab)]

I congratulate my hon. Friend on securing this timely debate. No doubt the Minister, in responding to the debate, will point to the current significant investment programme in the Metro, but that investment is in infrastructure, ticketing and barriers, not in the rail cars, which are the most vital component. They are 40 years old and deeply in need of replacement to alleviate problems such as the regular electricity fires on the service.

[Mrs Lewell-Buck]

That is a point that I will make later in my speech. The Metro cars are grossly outdated, and they cause the bulk of the delays in the system. The constituent I mentioned is not the only person who feels that they have to organise their family’s life around the unreliable service. One young man wrote to me to say that he actively avoided taking the Metro to college, even though it was theoretically the most convenient route, because he simply could not rely on the service. He said that some days he found it easier to stay with his grandparents in another area, because they live closer to his college, rather than relying on the Metro to get him to class on time.

We need to think about the economic impact of an unreliable service. A single person being half an hour late for work may have a relatively small impact, but we should remember that when a fault occurs during peak time, hundreds of journeys are disrupted. Metro figures show that more than 50,000 minutes of delays occurred last year, which is more than 800 hours. That is a lot of working time wasted. When companies look for a place to locate their business, one of the top items on their checklist is the transport infrastructure. They want to know that there is a reliable transport network that will allow them to attract employees from as wide an area as possible. If we want our regional economy to do well, we need a transport system that is up to the job.

It is clear that the Metro is simply not coping at the moment, and most of the problems that commuters experience come from the fact that the network’s trains and infrastructure are on their last legs. The Metro is long overdue for an upgrade, and trains that were expected to retire from service in 2010 have been patched up and are now expected to carry passengers until 2025. Commuters and my hon. Friends know that that is not a real solution. Our oldest train cars have been in service for 40 years, and no amount of refurbishment or repair can disguise the fact that they are falling apart. Our fleet has been refurbished at a cost of £30 million, but that does not appear to have helped things. Power failures and door failures, which are the two biggest culprits in delays, are happening more frequently than they did only a year ago. The number of power failures has increased by 49% and the number of door failures by 29%. The number of passenger complaints is on the rise, and of 502 complaints reported in April, more than 300 related to train performance.

The trains are not the only problem for our passengers. Brand new ticket machines and barriers malfunction far too often, and the departure boards on station platforms often display incorrect information. That can be particularly irritating for my constituents because South Shields is at the end of the Metro line, so boards that display incorrect destinations can mislead passengers. Support for passengers whose trains are delayed is not good enough, and passengers whose journeys are disrupted are given little time to find alternative routes to their destinations. The “Sort out the Metro” group believes that as many as half of the disruptions are not reported on social media, which means that passengers who rely on such sources of information are left in the dark about delays.

[Mrs Sharon Hodgson (Washington and Sunderland West) (Lab)]

My hon. Friend is making some excellent points, and the debate is much needed and valuable. Is she aware of a report by the Institute for Public Policy Research in 2014 which showed that Londoners receive £5,203 more per head in capital investment than do those in the north-east? London is the capital, so we would expect it to receive a little bit more, but does she think that £5,203 more per head is an acceptable amount?

[Mrs Lewell-Buck]

I do not think that that is an acceptable amount at all. In fact, I think it is an insult to the people of the north-east that so little is spent on us per head, when it comes to transport.

Some of the problems are a matter for Metro’s management, and I have taken them up with Nexus and the North East combined authority. Nexus has, to its credit, made some changes to improve customer service, and earlier this month it announced £40 million of investment, which will include a new rail traffic management system. The North East combined authority has also taken the issue up, and it is clear that there is a willingness locally to improve the service. Fines have been imposed on the operator, DB Regio Tyne and Wear. It is important that the operator is continually held to account for poor service.

Many of the problems also stem from a lack of investment, so the Government have to answer questions. More than half of the problems result from mechanical failures, and it is an unavoidable fact that our trains are far too old and need to be replaced. They should have been replaced years ago, but now it looks as if passengers will be waiting another decade before that happens. Instead, tens of millions of pounds have been spent on trying to patch up the existing rolling stock—money that would have been better spent on a more permanent solution. In 2010, the previous Labour Government made an important commitment to invest nearly £400 million in our Metro. The incoming coalition considered scrapping that commitment, and our local authorities fought tooth and nail to protect it. The investment was essential, not least because the Metro continues, despite all the faults, to have growing passenger numbers each year. Last year, passenger growth was the fastest outside London.

If the Metro is to meet demand, it needs clarity about its future funding. Nexus is waiting for confirmation on £46 million of funding for the Metro service from 2016 onwards. Can the Minister give us any further information about the status of that funding? It is important that the money be smartly invested. Recent projects have shown that well targeted upgrades can have an impact. New technology for cleaning rails has reduced the number of incidents resulting from low rail adhesion. The announcement that the new traffic management system will be in place sooner than originally planned is also welcome news. However, as long as the issue of our trains goes unresolved, we will not see the dramatic service improvements that our passengers expect.

[Ian Mearns]

My hon. Friend makes an excellent point about the Metro system. In case the Minister thinks this is just a number of north-east MPs complaining about historical issues, I checked the Twitter feed before I came to this debate. Today we have had:

“No trains South Gosforth - Monkseaton due to signalling problems.”

Another Twitter message stated:

“Most Metro ticket machines are back up and running.”

That implies that the ticket machines had not been up and running. A third message said:

“Disruption cleared at 12:25.”

Another message said that a train had been withdrawn from stations between St James and South Gosforth. These ongoing problems occur daily.

[Mrs Lewell-Buck]

I thank my observant hon. Friend. He is, of course, correct. Since I started this campaign and made it public that I had secured this debate, my office has received an influx of complaints from across our region about the poor performance of the Metro.

Our local councils and Nexus have shown a willingness to invest in our local transport. There is clearly local demand, but we need a similar commitment from central Government. Today I want to hear what plans the Minister has to support the purchase of new rolling stock for the Metro as quickly as possible. In a written answer to my hon. Friend the Member for Houghton and Sunderland South (Bridget Phillipson), the Department for Transport said that it has

“engaged in preliminary discussions…for the replacement of rolling stock”.

Can the Minister give us any more detail about those discussions? Bearing in mind the concerns that have been raised, will he look favourably on a request for funding for new Metro cars?

This debate is a chance for the Government to demonstrate that they are truly committed to investing in the north-east, and to delivering their promises to our region. Many of my constituents remain cynical about the Chancellor’s sudden conversion to the cause of investing in northern cities just a few months before the last general election. It is notable that a number of the transport infrastructure projects announced for our region in the pre-election Budget were in fact re-announcements, not new money. In any case, it remains unclear where the north-east fits into his northern powerhouse, if it fits at all.

As my hon. Friend the Member for Washington and Sunderland West (Mrs Hodgson) has said, it remains the case that the Government spend £5,426 a year on transport for every person living in London, but for the north-east they spend just £223 per head a year. If the Government are serious about rebalancing the economy, investing in new trains for our Metro would be a good start.

[Mrs Hodgson]

Obviously we need to fix what we have before we go any further. Is my hon. Friend aware that, with a population of some 55,000 people, Washington is the largest conurbation in the area not to be covered by the Tyne and Wear Metro? As well as giving us the money we need to make the Metro fit for purpose, we also need to ensure that the Metro covers the whole of Tyne and Wear.

[Mrs Lewell-Buck]

I could not agree more. Investment is needed so that we can roll out the Metro, because that would help our economy, although we need to fix the faults first. It is not right that a large part of our area is not accessible by the Metro.

I suspect that the Minister will try to sidestep my constituents’ complaints by saying that the running of the Metro is a devolved matter. It is right that regions and cities should have control over transport, and Opposition Members have been pushing for even greater devolution. Nexus and the North East combined authority have been holding DB Regio Tyne and Wear to account by imposing penalties where appropriate, but it would be wrong to say that all the issues we are seeing can be attributed to the operator. Even the best management cannot compensate for trains that have come to the end of their lifespan and can no longer be relied on. There is a clear need for investment.

[Ian Lavery (Wansbeck) (Lab)]

My hon. Friend is making an excellent contribution. Although the Tyne and Wear Metro does not extend to Northumberland, I am sure the Minister will give a cast-iron guarantee that that is only a matter of time. Does my hon. Friend agree that, although the Tyne and Wear Metro has a fantastic workforce, from the drivers to the cleaners, the one problem it has is that workforce numbers have dropped from 315 to 281? Eighteen drivers have left over the past year, which is nearly double the average over the past three years. Does she agree if the Metro does not have the workforce or the staff, it is highly likely that its productivity will be reduced?

[Mrs Lewell-Buck]

I agree with my hon. Friend. For the Metro to work, it needs to have the staff and structure. I have already spoken to Nexus about staffing and the lack of staff available on the platform to advise passengers when there have been problems. There is clearly a need for investment. The Metro will not serve our area without that investment. I hope the Minister will recognise that today and tell us more about what the Government can do to bring that investment forward.

--- Later in debate ---

[Andrew Jones]

I am happy to make that commitment. We should be making long-decisions and doing long-term planning, not just for our rail sector but for other sectors, too. With long-term commitments, we will be able to tackle some questions that have not been tackled for years. Part of today’s business was a statement on a new airport runway in the south-east of England. That debate started about 50 years ago. We in this country are not great at tackling long-term decisions.

Winning financial commitment over a period, which has been forthcoming from this Government, enables contractors to scale up their operation to deliver this Government’s aspirations for a step change in our investment. I am happy to make that commitment to the hon. Lady. I fully buy into the principle that long-term planning and investment in transport are key ingredients in economic growth.

As hon. Members have said throughout this debate, if we want a thriving UK economy we need a thriving northern economy. There can be no thriving northern powerhouse unless we make significant investment to deal with clogged up roads, for example. I hope that the hon. Member for South Shields noted Highways England’s announcement, published this morning, about the £600 million investment in the A1 and A19, and other investments in the area. That investment is starting to flow through. The northern powerhouse is a powerful idea that is partly to do with connectivity, but it is partly to do with devolution, too, and it allows us to start to rebalance our economy.

The lack of balance in our economy has been an enormous problem over many years. It is not just bad for the north; it is bad for the entire country. Over the past decade, around half the UK’s growth has been concentrated in London and the surrounding districts. I am a northern Member of Parliament. Although my constituency is not quite as far north as the north-east, it is not too far away, in North Yorkshire.

[Mrs Lewell-Buck]

For us, that is the south.

[Andrew Jones]

That may be so, but you, Mr Gray, will firmly consider it to be the north. I am sure there is no disagreement that we need a better deal for the north, and I am confident that that is exactly what we can get.

--- Later in debate ---

[Mrs Lewell-Buck]

I thank all my hon. Friends who have taken part in today’s debate, and I welcome the Minister to his post. I also welcome the Minister’s ongoing dialogue with Nexus. I am pleased that he seems to get the point that patching up the system and refurbishment are not the final answer—we need investment in the existing rolling stock. I just hope that he can get the Chancellor to understand that as well, because my constituents and, I am sure, those of my hon. Friends are fed up with being short-changed, frankly. I welcome the fact that the Minister will be talking to Nexus very soon, and I hope that he and I can discuss that ongoing dialogue. The sooner our rolling stock is replaced, the better for all of us in the north-east.

Question put and agreed to.

Resolved,

That this House has considered the performance of the Tyne and Wear Metro.

Oral Answers to Questions

Emma Lewell-Buck Excerpts

Thursday 23rd October 2014 Commons Chamber

[Mr Goodwill]

It is up to licensing authorities to carry out all the necessary checks. If people who are not the designated driver are driving vehicles, it is a matter for enforcement. The changes that the Government propose would make no difference to that.

[Mrs Emma Lewell-Buck (South Shields) (Lab)]

T1. If he will make a statement on his departmental responsibilities.

[The Secretary of State for Transport (Mr Patrick McLoughlin)]

Last month I was pleased to announce that from December this year Shrewsbury and Blackpool will benefit from direct rail services to and from London. More generally on franchising, our programme remains on track and most recently the Department announced its intention to negotiate a three and a half year direct award on the Great Western route. On roads, we started work over the summer on a major scheme to increase capacity on the A1 western bypass around Gateshead. I can also inform the House that after its first six months of operation the HGV levy has brought in £23.4 million in revenue from foreign hauliers, substantially above the forecast.

[Mrs Lewell-Buck]

North-east manufacturers in the port of Tyne are warning that from January the EU sulphur directive will increase shipping costs by more than 15%. These effects could be mitigated by abatement technology, but that will take time to fit. In the meantime our local businesses are suffering. Will the Government live up to their commitment to support manufacturing and offer transitional support while new technology is implemented?

[Mr McLoughlin]

I am more than happy to meet the hon. Lady to discuss the problems that companies are facing as far as the sulphur directive is concerned. I would just point out to her in a friendly way that it was negotiated and passed by the previous Government.