Oral Answers to Questions

Frank Doran Excerpts

Thursday 10th July 2014 Commons Chamber

[Mr Goodwill]

I know that all Members in that part of the world understand the importance of the route, and also understand the need to carry out the work in an environmentally sympathetic way because the road is in an area of outstanding natural beauty.

[Mr Frank Doran (Aberdeen North) (Lab)]

11. What recent assessment he has made of the safety of passengers in the offshore oil and gas helicopter transport system.

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

The Civil Aviation Authority published its review of offshore helicopter safety on 20 February this year. The United Kingdom has a good helicopter safety record, and there is no evidence to suggest that travelling to oil and gas installations by helicopter is any less safe than travelling by any other helicopter operated in the UK. However—like the hon. Gentleman, I am sure—I am pleased that the CAA review has proposed a number of recommendations for further examination of the overall safety for passengers in the offshore oil and gas helicopter transport system. I note that the oil and gas industry has accepted the recommendations. It is working closely with the CAA to implement them and introduce safety improvement measures, and the Department is carefully monitoring the effectiveness of the CAA and the industry in doing so.

[Mr Doran]

I am sorry that the Minister did not mention the Transport Committee’s report on the serious problem of helicopter transport in the offshore industry, which was published on Tuesday this week. I hope that, when the Secretary of State sees the report, he will focus on the part that deals with the survivors of the last fatal crash in August last year, so that he can fully understand what the work force in the North sea have to put up with every day, and why those workers and their families support the demand for a full public inquiry into helicopter safety.

[Mr Hammond]

We have obviously seen the Select Committee’s report, and, as the hon. Gentleman will know, we are considering our response carefully. We will respond by 28 August, and we will certainly read and respond to the section about the impact on the lives of the survivors. As for the question of a full public inquiry, the CAA has conducted a thorough review and has made important recommendations. We need to give the organisations involved time to implement those recommendations, and we are making sure that they address the concerns of the industry.

Oral Answers to Questions

Frank Doran Excerpts

Thursday 8th May 2014 Commons Chamber

[Mr Laurence Robertson (Tewkesbury) (Con)]

2. How much money the Commission estimates will be received for the financial year 2014-15 as a result of the introduction of room hire charges for all the dining rooms in the House; and if he will make a statement.

[Mr Frank Doran (Aberdeen North) (Lab)]

I will answer on behalf of the hon. Member for Caithness, Sutherland and Easter Ross (John Thurso). On the catering services budget for 2014-15, the target is to achieve room hire sales of £873,000, comprising £258,000 from the introduction of third-party banqueting events and £615,000 from Member-funded and Member-sponsored events.

[Mr Robertson]

I thank the hon. Gentleman for that answer. This is the first time in my 17 years in the House that I have been moved to ask a question in House of Commons Commission questions. Tonight I will host, on behalf of the all-party group on racing and bloodstock industries, a charity dinner in the House in aid of the Injured Jockeys Fund. The room hire charge, however, will be more than £3,000, which will have to come out of the money we would otherwise provide to the charity. I have raised the issue with the Chairman of the Administration Committee and understand that room hire charges are being looked at, but may I ask for help on the matter, particularly with regard to charity events?

[Mr Doran]

I understand the hon. Gentleman’s point. The difficulty is that this whole process was started because of the budget requirements following the serious cuts faced by the House authorities. The rates charged are based on benchmarking from a whole selection of other organisations that provide such facilities. The figure paid at present is 25% below the benchmark. In addition, significant reductions are available right across the board, including for charities. I hope that the hon. Gentleman and the organisation to which he refers will take advantage of that. The Administration Committee is constantly reviewing the whole process.

[Kevin Brennan (Cardiff West) (Lab)]

These charges are seriously inhibiting the work of many hon. Members who work with all-party groups, which often do not represent wealthy interests. May I make a plea that we do not turn this place into a conference centre and that we look again at the charges and the impact they are having on the work of Members of this House?

[Mr Doran]

I can only answer by referring to what I said to the hon. Member for Tewkesbury (Mr Robertson). The Administration Committee has this matter under constant review, and it is on the agenda for its next meeting.

The Leader of the House was asked—

--- Later in debate ---

[Jeremy Lefroy (Stafford) (Con)]

4. What discussions the Commission has had on the provision of support for the Speaker’s Commission on Digital Democracy.

[Mr Frank Doran (Aberdeen North) (Lab)]

The Commission discussed the work of the Speaker’s Commission on Digital Democracy, including the provision of support, at its meeting on 20 January.

[Jeremy Lefroy]

When you announced your Commission, Mr Speaker, you said that it would be

“unpredictable, potentially anarchic, and even quite fun.”

I welcome the news about the support that will be given, but will the hon. Gentleman assure me that it will not in any way restrain the unpredictability, anarchy and fun that are essential for a readable report?

[Mr Doran]

I must tell the hon. Gentleman that I am not part of the process, so I am not sure what fun is to be had. The project is certainly important. It is moving forward and will make a substantial improvement to the way in which this place works.

Helicopters (North Sea)

Frank Doran Excerpts

Wednesday 27th November 2013 Westminster Hall

[Mr Frank Doran (Aberdeen North) (Lab)]

It is a pleasure to be here under your chairmanship, Mr Dobbin. This is a short debate, which I intend to use to put on record the major reasons why the Department for Transport should order a public inquiry under the Inquiries Act 2005 into the offshore oil and gas helicopter transport system.

The North sea oil and gas industry is crucial to the UK economy. The industry and its supply chain claim 440,000 employees, around 30,000 of whom work offshore. Its investment this year will be in excess of £13 billion. It is an extremely important industry. Because of the hostile environment of the North sea, the only reasonable method of transport to and from offshore installations is by helicopter. Since 1976, there have been 13 helicopter-related incidents, in which 118 people have died. In addition to those, there were a further seven fatalities in an incident in Morecambe bay in 2006.

In the past four years, we have had five separate incidents. In three of those, the helicopter ditched in the North sea, thankfully without any fatalities, but on 1 April 2009, 16 people died when a Super Puma L2 aircraft crashed near Peterhead, and on 23 August this year, four people died when a Super Puma AS332 crashed off Sumburgh. In all five incidents, various models of the Super Puma aircraft were involved. That aircraft is the workhorse of the North sea industry, and it should be no surprise that those successive incidents have wrecked the morale and confidence of offshore workers and their families, as shown by a recent survey undertaken by Unite the union.

[Mr Tom Clarke (Coatbridge, Chryston and Bellshill) (Lab)]

I am grateful to my hon. Friend for giving way. I declare an interest, in that my nephew, Alan Lawson, was involved in a helicopter crash on 18 February 2009. The helicopter landed in the North sea in the most dreadful conditions. Fortunately, all the people on the helicopter, including Alan, survived, but I want to congratulate my hon. Friend on pursuing these matters as tenaciously as he is, because I know from the sidelines of the terrible trauma that the family of that young man—my sister’s son—experienced. The matter still has not been resolved, and I want my hon. Friend to be reassured that there is great support for the marvellous work that he is doing.

[Mr Doran]

I am grateful to my right hon. Friend for those remarks—I promise I did not pay him.

There are many reasons why an inquiry is necessary, but I will focus on three principal reasons. First, the relationship between the oil industry and the helicopter industry needs to be considered in some detail. The Competition Commission carried out an inquiry into the industry in 2003 and recognised at that time:

“Oil companies are much larger and commercially stronger organisations than the helicopter operators”,

and

“oil companies had become more determined to force down their supply costs.”

That statement is accurate, but it is an understatement of the true position. The contracts reached by the oil industry with helicopter and other service companies are very one-sided. The contractor has obligations for a period. In the case of the helicopter operators, it is usually for five years, whereas the oil majors can change the contract terms at any time. When the oil price dips, oil companies look at their supply contracts. In the late 1990s, when the oil price was consistently low, many supply chain companies, including helicopter operators, had their contracted prices cut severely. In one helicopter company with which I had discussions, the cut was 20%. Something similar happened five or six years ago when the oil price dropped again. The practice is common in the North sea, but it is very difficult to see how a helicopter company, when its prices are cut without notice to that extent, can respond and at the same time maintain the maintenance and other costs that are crucial to the safety of the service.

I do not know whether the Civil Aviation Authority is aware of that practice. It should be, because significant cuts in income and elsewhere could severely restrict an operator’s ability to maintain safe standards. We should all know whether the CAA takes into account the huge imbalance between the oil industry client and the helicopter operators.

Given the importance of the transport industry in the North sea, it does not seem appropriate, at least to me, that the helicopter companies are treated in exactly the same way as any other supplier. The service is far too important. The huge imbalance between the oil and gas companies and the helicopter contractors should not be allowed to prejudice safety. The relationship should be subjected to the most intense scrutiny. Given the recent international agreement with Iran, a drop in the oil price is foreseeable when Iranian oil comes back into the market. It is worth emphasising that as a good example of how volatile the oil price can be.

The second issue to consider is the significant disparity in how different helicopter companies operate, particularly in how helicopters are maintained, the training of engineers and other staff and company cultures generally. I have spoken with a number of employees of different companies, and it is clear that training regimes, the number of flight hours and procedures vary considerably between companies. This is not the place to go into that in detail, but the available evidence suggests that the CAA should be taking a stricter line in its scrutiny of individual companies, their practices and their safety culture.

[Dame Anne Begg (Aberdeen South) (Lab)]

Is not the reason why there has to be a much more wide-ranging inquiry into helicopter safety, rather than the individual inquiries that go on when something has gone wrong, that we should look to see what is the best regime for helicopter companies to apply to both their work force and their maintenance regime?

[Mr Doran]

I agree entirely with my hon. Friend. There is a huge issue about the advice and recommendations that the regulator makes and how they are implemented.

The third area of concern also relates to the companies, and it is about how the CAA regulates the industry. Individual companies have different practices for checks and maintenance during operating hours, which are usually from 7 am to 7 pm. There should be a benchmark of best practice that is rigorously enforced.

In the past, one or more helicopter operators have attempted to develop a gold standard in safety in all aspects of the operation, but those efforts usually fail because of the fear of being undercut, or because of actually being undercut, by a competitor. I understand, however, that all three of the companies currently providing a service in the North sea are meeting to see whether they can agree on improved practices that they will all share. That is a move in the right direction, but it prompts the question why the CAA did not take the initiative a long time ago and insist on a gold standard across the board.

In the correspondence that I have had with the Department, the focus of Minister’s responses has been on the most recent incident, which was the crash of 23 August 2013. Of course, that incident prompted my involvement, but I was concerned with the whole history of transport in the North sea, and in particular the experience over the past four years. It is worth looking at some of the incidents in detail.

In 1992, a helicopter crashed in the North sea from the Cormorant Alpha platform. There were 11 fatalities. The weather conditions, the fact that it was night-time, poor visibility and so on were major contributors to the accident. As a result of that disaster, the CAA introduced operating policies to improve the management of helicopter operations in adverse weather conditions.

On 27 December 2006, an Aerospatiale SA365N helicopter crashed near the North Morecambe gas platform. The investigation found:

“The co-pilot was flying an approach to the North Morecambe platform at night, in poor weather conditions, when he lost control of the helicopter”.

The air accidents investigation branch recommended that the CAA ensure that personnel who are required to conduct weather observations from offshore installations are suitably trained, qualified and provided with equipment that can accurately measure the cloud base and visibility.

On 18 February 2009, a Eurocopter EC 225 LP Super Puma crashed into the North sea close to the ETAP—eastern trough area project—platform. Again, the major findings of the AAIB inquiry included the impact of reduced visibility in the immediate vicinity of the ETAP platform as a major contributory factor. The safety recommendation that it made to the CAA was that the guidance in the CAA’s relevant publication should be re-emphasised—I underline that—implying that it was not being followed properly in the industry.

On 23 August 2013, a helicopter crashed into the North sea off Sumburgh. We do not have the full AAIB report on the incident, but it is clear that the weather conditions and visibility were very poor. I cannot say for certain that this latest incident was linked to the others that I have mentioned. However, I and the pilots I have spoken to believe that all four incidents, from the Cormorant Alpha through to the incident this year, are linked by the impact of poor weather and visibility.

As I have mentioned, since 1992 there has been a specific recommendation drawing attention to the need for suitably trained and qualified staff, with appropriate equipment to measure the cloud base and visibility. That was repeated by the AAIB in more detail in 2006. Since 1992, there have been at least two failures and perhaps three in the implementation of that recommendation. That raises again the question of how the CAA ensures that its recommendations are being properly implemented. It does not seem that it operates with a hands-on approach.

I have deliberately focused on major areas of concern, and my approach may seem unfair, particularly to the oil industry and to the CAA. There are many positives that I could have raised in both cases, but my objective is fairly simple. The Government, in the shape of the Department for Transport, have a responsibility. There are serious issues to be addressed in the North sea transport system. They cannot be properly addressed with the piecemeal approach that is being adopted at the moment. In particular, the role of the regulator needs to be considered. The CAA should not and cannot be expected to review its own performance. The situation demands a full public inquiry.

The Secretary of State for Scotland, in a recent press interview, said that the Government’s approach would be faster and better, particularly for the families of victims. I do not think that the families of the victims of the 2009 crash, who have waited nearly five years for their fatal accident inquiry, would agree. The Secretary of State also said that a public inquiry would be too expensive. The Piper Alpha inquiry looked into the whole safety regime on offshore installations and produced a comprehensive report that is now the benchmark for safety in the oil and gas industry around the world. The value of that is incalculable.

I asked the Department of Energy and Climate Change what the Piper Alpha inquiry cost. To say the least, I was a little disappointed in the reply:

“The Department has checked internal records and with The National Archives, but we have been unable to locate any documents relating to the cost of the inquiry.”—[Official Report, 25 November 2013; Vol. 571, c. 14W.]

That came as a bit of a surprise to me, because it was a very high-profile inquiry.

However, I did manage to dig out, again with the help of the Library, a question asked by the late Donald Dewar of the then Secretary of State for Scotland, the right hon. and learned Member for Kensington (Sir Malcolm Rifkind). According to the answer, the cost of the inquiry was estimated to be—this was before the inquiry had completely finished—about £3 million. That is fairly cheap, given the scope and length of the inquiry. The Library tells me that in today’s money it is about £5.7 million. I checked the cost of a Super Puma helicopter, which I thought would be of some interest. It is $18 million, which is roughly £11 million, so for the price of one Super Puma, we could have two Cullen inquiries.

I understand why Ministers may have some inhibitions about the costs of a public inquiry, particularly in these austere times, but also because one or two have swallowed up a lot of public money. However, the issues in this case are fairly straightforward and focused. I would expect the inquiry to be shorter than the Piper Alpha one and, in relative terms, cheaper.

A number of inquiries have been set up, including one by the CAA working with the Norwegian CAA and the European Aviation Safety Agency. There is also the likely oil industry independent inquiry. The fatal accident inquiry into the 2009 crash, which I have mentioned, is due to commence on 6 January next year. I repeat: it is a disgrace that the families have had to wait for nearly five years for that. At some future date, an August 2013 fatal accident inquiry will be required, and of course the Select Committee on Transport has announced an inquiry.

Although I am sure that each of those inquiries will be useful, they are not the inquiry that is necessary. I strongly believe that what the industry needs is a full inquiry into every aspect of the offshore transport industry, similar to the Piper Alpha inquiry. I believe that nothing else will restore the confidence of the work force, root out the problems in the industry and provide us with the essential blueprint to operate offshore helicopter transport safely in the future.

[The Parliamentary Under-Secretary of State for Transport (Mr Robert Goodwill)]

It is a great pleasure to serve under your chairmanship again, Mr Dobbin. I thank the hon. Member for Aberdeen North (Mr Doran) for securing this debate on helicopter transport over the North sea. That gave me the opportunity to be briefed by my officials, and his speech contained information that I also found very useful in understanding the situation. I have also read his letter to the Secretary of State for Transport, which was a comprehensive outline of the position that he takes.

As the hon. Gentleman knows, there are approximately 57,000 individuals in the North sea, working across 600 facilities. The only viable means of transferring workers in the North sea industry from shore to installation and from one installation to another is by helicopter. I have travelled myself in a helicopter from Aberdeen to the Captain field and also made the short and rather precarious jump from the production platform to the tanker where oil was being pumped. Having gone through the safety drill that one has to go through before travelling on a helicopter, I was all too aware myself of the dangers that helicopter flights in the North sea can, sadly, present at times. I also understand the strategic importance of maintaining links to the North sea oil industry and, during the recent unfortunate problems at Grangemouth, the Department was keen to ensure that sufficient oil supplies—four tankers a day—would be available to ensure that those flights could continue to service the industry.

There are approximately 100 flights a day operating in one of the most hostile environments in the UK, and I recognise that there have been a number of helicopter incidents in the past five years, which have caused unacceptable and tragic fatalities and provoked great apprehension about the safety of helicopter operations among the work force.

I would like to take this opportunity to offer my own condolences to the families who suffered such a tragic loss in the recent accident involving a Super Puma helicopter off Sumburgh airport in the Shetland Islands on 23 August 2013.

The hon. Gentleman will understand that I cannot say much about that specific accident, as the AAIB investigation is ongoing. However, the AAIB, in its special bulletin published on 5 September 2013, provided initial information on the circumstances of the accident. That bulletin provides an update on the significant investigation findings to date. My understanding of that report is that a detailed examination of the wreckage and analysis of the recorded data has been carried out and has not found any evidence of a technical fault that could have caused the accident, although some work remains to be completed. The ongoing AAIB investigation will focus on the operational aspects of the flight—specifically on the effectiveness of pilot monitoring of instruments during the approach, operational procedures and the training of flight crews.

In the circumstances, Super Puma operations were grounded until further information was available. However, based on the evidence from the AAIB investigation that there was no reason to believe that the accident was caused by airworthiness or technical failure of the Super Puma helicopter, the CAA endorsed the decision taken by the operators to resume flights. The CAA would not have allowed the helicopter to resume services if it was not completely satisfied that to do so was safe, and I understand that the pilots’ union advised that their members would not be flying the helicopters unless they were equally confident that it was safe to do so.

As the hon. Gentleman makes clear, however, we are concerned not simply about a single accident but about the number of accidents that have occurred over a relatively short period. I support the fact that the CAA is conducting a review that will rigorously examine the risks and hazards of operating in the North sea and consider how those risks can be managed most effectively. The review covers all the main areas of safety, and it takes a close look at the operators, protection for passengers and pilots, helicopter airworthiness, regulation and pilot training. I promise to study it when it is published.

The CAA is undertaking that review jointly with the Norwegian CAA so that a direct comparison can be made between experiences and approaches to safety in the two countries, to see whether any lessons can be learned. The UK and Norway both operate within the wider rules set by Europe, however, so the regulatory framework is the same for both countries.

It will be no surprise that the European Aviation Safety Agency is contributing to the work, which will be advised and challenged by a panel of independent experts. The CAA has held a workshop with the Norwegian CAA and the EASA as part of the review to examine the risks and issues identified, to share information on differences between UK and Norwegian operations and to discuss initial recommendations. The CAA is still waiting for information from the Norwegian authorities before it conducts its deliberations on those aspects of the review.

[Mr Doran]

I acknowledge everything the Minister is saying, but the point I was making about the CAA inquiry is that the regulator cannot examine itself, and it should not be required to. Another type of inquiry is needed. I have raised a number of questions about the CAA’s operation in the North sea, and I would be interested to hear the Minister’s response.

[Mr Goodwill]

As a former member of the Transport Committee, I visited the CAA with Gwyneth Dunwoody, who did not take any hostages when it came to examining the organisation. I am confident that the CAA is the gold standard of aviation authorities, and it is well respected internationally. I have no doubts about the integrity and the safety culture that permeates the CAA. I will be visiting it very soon, and I will ensure that I raise the points that the hon. Gentleman has made.

[Mr Doran]

In that case, will the Minister write to me later on the issues that I have raised?

Oral Answers to Questions

Frank Doran Excerpts

Thursday 7th November 2013 Commons Chamber

[Pauline Latham (Mid Derbyshire) (Con)]

1. If the Commission will establish a Members’ consultation group for the work on the restoration and renewal of the Palace of Westminster.

[Mr Frank Doran (Aberdeen North)]

I shall answer for the hon. Member for Caithness, Sutherland and Easter Ross (John Thurso).

Last year the House of Commons Commission invited the right hon. Member for Saffron Walden (Sir Alan Haselhurst) and my hon. Friend the Member for Dunfermline and West Fife (Thomas Docherty) to join two Members of the House of Lords as an informal consultation group for the pre-feasibility study on the restoration and renewal of the Palace of Westminster. That group is not a decision-making body; its purpose is to ensure that the programme team has a good understanding of the range of Members’ views and requirements, and that that is reflected in the final formal proposals.

[Pauline Latham]

I thank the hon. Gentleman for that answer. I am not sure whether he said that there are Members of the House of Commons on that advisory body, as I could not quite hear. If there are not, would it be possible to include them? I have strong opinions on this issue as, I am sure, do many other Members of the House. I would like an assurance that the House will be consulted and kept up to date on progress.

[Mr Doran]

There are already two Members of the House of Commons on the informal committee, and there may be a third. There are currently three Members of the House of Lords. The hon. Lady is right and it is crucial that Members are kept advised. That will be done through the normal channels, and all relevant committees will be advised. If she is interested—I know her commitment to this issue—and would like to meet the project manager, that would be perfectly possible.

[Mr Philip Hollobone (Kettering) (Con)]

What is the latest estimate for the cost of restoring and renewing the Palace of Westminster? If the cheapest and quickest option is to close the place down and do it in one go, is that a route the hon. Gentleman would be kind enough to advance?

[Mr Doran]

I am sorry I did not catch the question, but no decisions have been made except to appoint advisers and consultants who will advise on the options. Those options will be considered in the next Parliament, and the final decision will be taken by both Houses. There will be an immense amount of consultation and, of course, interest from Members of both Houses.

The Leader of the House was asked—

--- Later in debate ---

[Michael Fabricant (Lichfield) (Con)]

6. If he will make a comparative assessment of the service provided by (a) Nexis news service currently in use in the House of Commons and (b) Factiva news service; and if he will make a statement.

[Mr Frank Doran (Aberdeen North)]

The Nexis and Factiva services, along with the online news services offered by the bidders, were assessed as part of the open procurement process carried out in 2011. The position will be reassessed in 2015, when a decision will be required on whether to extend the current contract for a further two years or retender the service

[Michael Fabricant]

We really do need to have this issue reconsidered. When we changed from the Factiva to the Nexis service, we found that some newspapers were being reported on three days late and that we were not getting any reports from, among other newspapers, The Sun, The Times or The Sunday Times, whereas Factiva was comprehensive in its coverage. The House of Commons and the taxpayer could save money by dumping Nexis now because it provides an inadequate service for Members of Parliament. Please let us have Factiva back. At least it works.

[Mr Doran]

In the current economic climate, we have to look for value for money, and when the contract was tended, the difference between the bids, which was substantial, amounted to a £500,000 saving over the life of the contract. The hon. Gentleman is absolutely right, however; there is a real issue with News International newspapers not being available on the service, although the Library continues to negotiate with News International. He will also be aware that some members of the Library have individual subscriptions, and these can be accessed.

[Diana Johnson (Kingston upon Hull North) (Lab)]

7. If the Commission will take steps to enable hon. Members to receive in their Commons offices live regional BBC and other regional television news programmes covering constituencies outside London and the south-east in place of Sky Sports channels.

[Mr Frank Doran (Aberdeen North) (Lab)]

My hon. Friend has been dogged in her efforts to get her local BBC news shown here, and I am delighted to tell her that work to expand and modernise the Annunciator service is currently under way with the intention of switching to a digital service, following the national digital switchover, to ensure compatibility with television services such as subtitles. The upgrade will also provide the opportunity to develop the service, and it is proposed that the channels available be expanded to include all regional BBC 1 channels, whose broadcasts include regional news programmes, and some key international channels.

[Diana Johnson]

At the moment, our constituents have to pay £50 a month to get Sky Sports beamed into their own homes, otherwise they have to go down the pub, so I am not sure why we have it beamed into all our offices on the parliamentary estate. I am pleased that we are finally dealing with the need of MPs with constituencies outside London and the south-east to have access to our regional TV news programmes, but when will this actually happen?

[Mr Doran]

On the last point, we hope that the service will be provided next year. On the other point, Sky Sports is provided free by Sky, so we do not actually pay for it, but all my hon. Friend’s other points will be dealt with.

The Leader of the House was asked—

Oral Answers to Questions

Frank Doran Excerpts

Thursday 27th June 2013 Commons Chamber

[Dr Thérèse Coffey (Suffolk Coastal) (Con)]

2. What comparative assessment he has made of the opening hours of the Library and the Table Office and the sitting hours of the House.

[Mr Frank Doran (Aberdeen North)]

In the absence of my hon. Friend the Member for Caithness, Sutherland and Easter Ross (John Thurso), I have been asked to reply.

Members expect that both the Table Office and the Members Library will remain open at least until the rise of the House on sitting days. In the case of the Table Office, the Adjournment of the House at the end of sitting is the point at which no further procedural business can be transacted. Some adjustment has been made recently to opening hours of the Table Office and the Library to reflect the earlier sitting of the House on Tuesdays and Thursdays and the use made of services by Members.

[Dr Coffey]

I thank the hon. Gentleman for that answer. I recognise the importance of the Table Office staying open until business has finished, for example so that amendments can be laid, but I suggest, as we are trying to save money, that we look again at the Library service’s opening times so that when we have a late moment of interruption on, say, a Monday, we do not have Library staff here until 1 o’clock in the morning, as frankly that is unnecessary and more office hours would be appropriate?

[Mr Doran]

I think that Library staff who are on duty are working on other matters, because Members phone in with questions and all the rest of it. The present arrangements were agreed by the Administration Committee after a study of last year’s changes to the House’s sitting hours. If the hon. Lady wants to take the matter to the Committee to look at again, I am sure that its Chair, who is sitting next to her, will be happy to listen.

The Leader of the House was asked—

East Coast Main Line

Frank Doran Excerpts

Wednesday 5th June 2013 Westminster Hall

[Mr Frank Doran (Aberdeen North) (Lab)]

I congratulate my hon. Friend the Member for Middlesbrough (Andy McDonald) on securing this important debate. The east coast main line is a vital artery for all of us, running between London and Aberdeen. My principal interest is of course Aberdeen. In the debates that we have had on this issue, it is clear that the east coast main line is generally thought to run simply from London to Edinburgh, but it runs another 130 miles further north. When the line was completed in the 1880s, it was part of the Victorian engineering miracle, producing both the Tay bridge and the Forth bridge. It allowed royalty to get away for their summer holidays, brought to London the fish and the textiles that were produced in Aberdeen and opened up the whole country to tourism in the highlands. It was an important line then, but it is even more important now, which is not always recognised.

Aberdeen is now the hub of the oil and gas industry in Europe. Over the past few decades, it has poured billions of pounds into the Exchequer, but we have a railway line, certainly the last past of it from Edinburgh to Aberdeen, that has been forgotten about. I have raised that issue in the House many times. There has been a failure to construct proper infrastructure to support the oil and gas industry. The same can be said, I think, of Norfolk, which has difficult contacts as well, but perhaps not to the same extent.

I have done a little bit of arithmetic for the debate. The journey time from London to Edinburgh, which is about 400 miles, is four hours and 20 minutes at an average speed of 92 miles an hour. Edinburgh to Aberdeen is only 130 miles, and it takes two hours and 39 minutes at 45 miles an hour. When I have raised those issues in the past, they were usually coupled with problems on the road network and with air transport. I used to be able to say that someone could travel from Aberdeen to Rome by car and find only 70 miles of single track, which was on the road between Aberdeen and Dundee. That has now been sorted. Air transport has improved dramatically as well, but we still have the same problem on the rails. One part of the east coast main line, just north of Montrose, is single track. The Minister will rightly point out that the responsibility for that lies with the Scottish Government, but for a couple of centuries it was the responsibility of Westminster, and nothing was done about it.

I also want to raise a specific issue with the Minister because it relates not just to this particular line, but to High Speed 2. In the economic evaluation for HS2, there is a suggestion on page 9 that the Government are retaining an option for removing through-trains from stations north of Edinburgh to London once phase 2 of the new high-speed rail is built post-2033. That has caused some consternation. The Minister is looking slightly bemused; he has probably not read the evaluation thoroughly.

[Mr Simon Burns]

indicated assent.

[Mr Doran]

The Minister is nodding his head. It is a matter of some concern, which I hope he will clarify.

[Dr William McCrea (in the Chair)]

Order. The hon. Gentleman’s time is up.

DVLA Closures (Scotland)

Frank Doran Excerpts

Wednesday 7th March 2012 Westminster Hall

[Mr Frank Doran (Aberdeen North) (Lab)]

I am grateful for having secured this debate.

The Driver and Vehicle Licensing Agency is an important organisation in respect of the service it provides to motorists and the £5.7 billion a year that it raises for the Treasury. I shall focus on the problems arising from the DVLA’s proposals to close 39 of its local offices, particularly those in Scotland, because there is a Scottish angle that I am anxious to discuss with the Minister.

I shall focus on my local office. The office in my constituency is particularly busy, as are most of the offices throughout the country. Some 2.4 million people a year use their local DVLA office. The figures show that between 80,000 and 90,000 people a year use the Aberdeen office. In the past three years, there have been more than 250,000 transactions involving individuals using their local DVLA office for various purposes. Some 79 services are provided by DVLA at local offices.

On examination, the figures are stark. For example, Aberdeen has one of the highest rates of use of personal number plates, or cherished number plates to use the DVLA term—about 18,000 in the past three years. People might expect nothing less from an area that is fairly rich in oil and gas money.

The proposal is to transfer all the functions of the 39 offices to Swansea, which is the main headquarters of the DVLA. The consultation document by the DVLA and the Department for Transport is one of the weakest that I have seen: we are getting motherhood and apple pie and heading for sunny uplands, but there is little—virtually nothing—about the 1,200 jobs that will be lost in this process and little risk assessment of the financial analysis. We are not even told how much the Department expects to save in this operation. In addition to all that, there is no impact assessment and no consideration of what the consumer—the customer—is likely to face.

[Sheila Gilmore (Edinburgh East) (Lab)]

The Edinburgh local office, which is not in my constituency, although I have constituency work there—it is in the constituency of the hon. Member for Edinburgh West (Mike Crockart)—provides a service for the motor trade, which it finds valuable because it enables it to carry on its business swiftly and efficiently with people with whom it has built up a relationship. Does my hon. Friend agree that the loss of that service is a loss to those businesses?

[Mr Doran]

Indeed, it is. Motor dealers who have sold a car want it to be registered as quickly as possible. Registration is one of the largest components of the work of the office in my constituency. A significant number of objections or letters of complaint from the motor trade have been sent to the DVLA as part of the consultation. The motor trade will be damaged substantially by the local closures.

Another option is to replace the local offices with the Post Office. I have no objection to business going to the Post Office—we all want our local post offices to improve their businesses—but no one in that organisation can provide the technical help and support that the local DVLA offices provide. The other option is to go online. I am happy that the DVLA have made significant progress in this area. I have re-registered my car simply online: it works well and I am pleased about that.

[Ian Paisley (North Antrim) (DUP)]

There are DVLA offices in Coleraine, Londonderry and Ballymena. Going online also jeopardises those jobs. Does the hon. Gentleman agree that going online is not necessarily the best way to save those jobs?

[Mr Doran]

The jobs have not really been considered in the consultation document. I understand that 1,200 jobs are at risk and some of those—200 or 300—will be moved to Swansea, if people are prepared to move. The hon. Gentleman is right. Despite the progress made by the DVLA in going online and its digital technology, I understand that there is a huge gap in the technology. The trade unions’ assessment is that it will take at least four or five years to fill that gap. That will add to the problem.

The other route being offered to customers is the post. We are talking about 2.4 million new transactions shifting from local offices to the centre in Swansea. A pilot test run a year or two ago, looking at postal loss—envelopes that go missing between the DVLA and its customers—showed that some 0.9% of post was lost. That does not sound like a lot and I am told that the DVLA has got that figure down to 0.5%, but with the number of transactions that will transfer to Swansea the potential loss is huge: almost 120,000 of 2.4 million letters will potentially be lost.

I have calculated that, if everyone in my area used the post—clearly they will not; this is just for illustration— over the past three years we would have lost 1,250 communications. Given that many of these communications will contain identification documents, such as passports, that is a serious problem. I should like the Minister to comment on that.

We are given three potential ways forward and there is a serious problem with each of them. More important, from my point of view as a former practising solicitor, are the legal consequences of another aspect of the DVLA’s work. The key responsibility in the local areas is enforcement.

[Mike Crockart (Edinburgh West) (LD)]

I am sure that the hon. Gentleman agrees that a key danger of the reorganisation is the potential effect on evasion of vehicle excise. I am also sure that he is already aware that if evasion rose by only 0.5% it would wipe out all the savings of this reorganisation.

[Mr Doran]

The hon. Gentleman is right. The 2004 figures, which are the most recent that I have managed to get hold of, show that evasion of vehicle excise duty was about 5%. That is a significant figure. Every percentage point costs the DVLA £57 million. Even a small increase, say 0.5% or 1%, would mean that the £28 million in savings expected from the closure process will be wiped out. It is not unrealistic to say that through this process, we are heading, particularly in Scotland, towards the serious possibility that evasion of vehicle excise duty will increase.

In the system at the moment there is an enforcement office in each region. In Scotland, that office is in Glasgow. Around the country, vehicles go out on our streets patrolling with number-recognition equipment, tallying what they find with DVLA records to pick up vehicles on which the vehicle excise duty has not been paid. It is quite a sophisticated operation.

I am told that responsibility for vehicles is to be removed from the local office, but Scotland has a particular legal issue. In England and Wales, and perhaps in Northern Ireland, the DVLA is the prosecuting authority, but in Scotland everything operates through the procurator fiscal, who has to operate within the confines of Scots law, which involves corroboration of every piece of evidence presented to the court.

In my local area, there are between 200 and 300 contested cases a year, because someone either pleads not guilty or ignores a summons from the court. That needs evidence, which at the moment is provided by an officer from Glasgow travelling to the local sheriff court, which could be just around the corner in the Glasgow sheriff court or in Orkney, Shetland or Western Isles. An assessment is made in each case—basically, a cost-benefit assessment: what is the cost of sending an officer to Shetland or Aberdeen and what are we likely to get in the way of a fine? If the costs outweigh the likely fine, a case will probably not be proceeded with, so people are already getting away with refusing or failing to pay their vehicle excise duty.

If the same cost-benefit analysis is done in the Swansea office, sending someone from Swansea to Shetland or even Aberdeen becomes a major operation. There are major cost factors, including overnight stays, which are unlikely at the moment. The cost will rise, and will we also see a rise in evasion of vehicle excise duty? If we do, what assessment has been made of the cost? Where is the financial analysis to show us what the new system might mean for evasion, in particular if we continue to provide evidence that must be from a witness, on which there is no option in the Scottish courts? What is the analysis? It strikes me that we will be opening the gates to people who might be prone to think that they can get away with evading their vehicle excise duty, and that undermines the whole system.

Among the problems to be considered, I have mentioned the consultation document, which is flabby and weak in every respect—I am concerned about it, because there is a host of areas where we do not have answers, some of which I have outlined. There has been no consideration of the huge rise in inconvenience to the public who use the local centres in significant numbers. The evidence is available: 2.4 million people a year will be inconvenienced, many of them businesses, some large, some small. The consultation report tells us that some such businesses already use the online system but, from my contacts in the motor trade, they are more interested in completing their licence or registration on the same day, rather than waiting several days, perhaps longer, for the material to come back from Swansea.

Also, from experience of such significant changes and reorganisations, the first two or three years are likely to be chaotic as the system beds down. I have commented on the loss of documents, in particular passports, which are valuable in themselves but are lost at huge inconvenience to the individual passport holder and with a possibly large profit for any criminal into whose hands the passport might fall. The potentially significant rise in tax evasion would be at significant cost to the Treasury. At this stage, with the lack of information from the consultation process, it is difficult to see anything positive. I have a simple question for the Minister: what is the point?

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

It is a pleasure to be working under your chairmanship this morning, Mr Williams, and I congratulate the hon. Member for Aberdeen North (Mr Doran) on securing the debate. If I were in his position, I would be in his seat, and he would probably be in mine.

The changes that we are proposing and that were subject to consultation are not only about money. The service offered by the DVLA to the British public is quite different from any offered by most other agencies: apart from the collection of vehicle excise duty revenue that we do on behalf of Her Majesty’s Treasury, the service is paid for by the people who use it. The DVLA has to be self-sufficient in how it operates. At the moment, the types of service that we offer to the public in offices around the country could clearly be done more professionally, efficiently and helpfully, and at a cost that could help the taxpayer as well. The hon. Gentleman rightly referred to the 2.4 million people who use the offices each year, but that equates to less than 6% of DVLA transactions, although they take up almost 25% of DVLA staffing levels. I shall leave others to do the mathematics, but if we can operate more cost-effectively, that is what Governments should do.

Many services are offered at different offices around the country, and the hon. Gentleman rightly alluded to the profitable business of cherished or personalised number plates—whatever we want to call them—but the system is quite archaic. Someone has to prove the MOT for the vehicle from which the plate is being transferred, even though the transfer has been approved by the Vehicle and Operator Services Agency: the vehicle has to be brought to the test centre and the process gone through. We want to speed that process up—we want more cherished number plates in Aberdeen. If there is money in Aberdeen to buy cherished number plates, the DVLA wants that money, because it helps to balance the books in the country. At the moment, there is a disincentive because the measures are complicated, which anyone who goes through the process will realise. We want to simplify it as much as possible.

Throughout Government, we want to use digital portals much more efficiently. Some 50% of all DVLA transactions now go through the digital portal, with people sitting at home or at their local library. That service continues to be rolled out across the country. On non-payment of VED, I am pleased that the latest figures are much better, and less than 1% is lost—in other words, people not paying are less than 1%. A lot of hard work has been done in the regional offices and the Swansea central office, but much of the success is to do with automatic number plate recognition. Modern ANPR cameras are ridiculously accurate—I hope people are listening to the debate—and, as we have rolled out ANPR through the police and through our camera technology, we have picked up more and more people. More individuals are being made aware that they are likely to be caught and prosecuted, which is why we have that level of less than 1% at the moment. There is no way in the world that I would be standing in the Chamber to condone any process likely to let that figure get worse. Most prosecutions are done through Swansea—I shall come on to the Scottish issues in a second, which are different, I accept, but we have taken them into consideration.

[Mr Doran]

A lot of the improvement in the capture of defaulters is because of the number of patrolling recognition vehicles, but my understanding, certainly in Scotland, is that they are being removed. Are they being removed throughout the country? What impact assessment has been made of the effect of that on defaults?

[Mike Penning]

There is a roll-out, not a roll-in, to use probably perverse language—more and more vehicles are going out. I will not tell the country where they are and where they will be, because I want to catch and prosecute people.

If any hon. colleagues have not been out on patrol with their local police with ANPR in the vehicle, I urge them to do so. They should contact their local constabulary and go out with them, because it will be an eye-opening experience for them. They can then explain to their constituents just how advanced the technology is. I sat in a police car on the side of an A road in Milton Keynes recently, but as the vehicles went past an alarm went off in the car if they did not have any insurance or MOT, and we knew who the vehicle was registered to. ANPR is very accurate. As we have rolled out continuous insurance—

[Mr Doran]

Will the Minister give way?

[Mike Penning]

I urge the hon. Gentleman to bear with me, because I want to make a little progress. I am conscious that, otherwise, Mr Williams will shut me up before I have had an opportunity to address the issues that he raised.

I fully accept that there is some concern in the motor industry, but it is split. I regularly meet the industry’s representative bodies, and I have met representatives of the motor trade in my constituency. What we are proposing will be more efficient. It will not be a case of putting documents in the post and losing blank tax discs. We will use a secure system, and speed will be subject to a contract. Delivery will be the following day, and it may sometimes be possible to offer same-day delivery.

Most of the complaints that I have heard from colleagues have come from people at local offices, who believe that they may lose their job. I fully understand their concerns, but the necessary efficiencies will mean that the risk to the motor trade of holding whole books of blank tax discs in their showrooms will be removed. At the moment, showrooms receive them in blocks, and are responsible for those blocks, which they may return if they do not use them. That is not efficient for them or for us, and we intend to roll out a more efficient way.

The hon. Gentleman is absolutely right in saying that the system in England and Wales is different from the system in Scotland. The system in Northern Ireland, as the hon. Member for North Antrim (Ian Paisley) knows, is completely archaic, and no electronic portals can be used because the database is not compatible with the database in Swansea, so we must do something about that. There may be an Adjournment debate on the subject, but I thought I should raise the matter. We must deliver a much better service for the Province of Northern Ireland. In Scotland, as the hon. Member for Aberdeen North rightly said, the procurator fiscal is the prosecutor, but we do not intend to have everyone sitting in Swansea and then taking lovely journeys to Shetland and the Western Isles.

Coastguard Modernisation

Frank Doran Excerpts

Tuesday 22nd November 2011 Commons Chamber

[Mike Penning]

The closures are planned for March 2015, so there will be no cliff edge. I repeat that, having studied the results of the consultation extremely carefully, we decided to adopt the pair-based system because the current local knowledge of the topography would be retained. When I visited Swansea—and I expect that a Swansea Member will ask a question shortly—the station was closed while I was meeting the staff, and Milford Haven took over the local knowledge. That sort of thing is happening regularly, and it will introduce more resilience to the system.

[Mr Frank Doran (Aberdeen North) (Lab)]

I welcome the Minister’s recognition of the unique position of the Aberdeen station and its links with the oil and gas industry. However, although he has accepted that there needs to be a back-up MOC—which was not included in the plans announced last September—I understand that it is to be a part-time empty station in Dover. The Aberdeen station, which was included in the original December proposals, is fully manned, and could act immediately with a full staff complement in an emergency. What assurances can the Minister give about the security of the system in such circumstances?

[Mike Penning]

The Aberdeen station is not fully manned as a MOC today. It is a co-ordination centre. Under the previous proposals, if we had taken out the second MOC there would have been 23 staff in Scotland, whereas 69 will be working for me at the co-ordination centres in Scotland. We considered carefully whether we would need a second MOC if we kept the twin stations open 24/7, and decided that, with the twin stations open and a nationally resilient communications system, we did not need a full-time second MOC.

Coastguard Modernisation

Frank Doran Excerpts

Thursday 14th July 2011 Commons Chamber

[Mr Hammond]

We have already set out how the local stations will operate, with 23 full-time equivalent staff. They will be permanently networked with the marine operations centre, which will have 96 staff in total, so that each centre will deal with a core base load of work, but will easily be able to transfer overload work via the marine operations centre, either to be handled at that centre or to be transmitted on to another centre elsewhere in the UK that is experiencing low work load at the time. This will be a genuinely national networked solution.

[Mr Frank Doran (Aberdeen North) (Lab)]

I am obviously very pleased that there will still be a coastguard station at Aberdeen, but I am deeply disappointed that it has been downgraded from a marine operations centre to I do not know what status. Aberdeen is a crucial location because of the North sea oil and gas industry. My disappointment is mitigated somewhat because we have managed to keep the stations in Shetland and Stornoway, which is one positive measure. The station in Aberdeen has been gearing up for its new status, and there has been investment in new technology. What are the jobs implications of the fact that its status has been downgraded?

[Mr Hammond]

I understand the hon. Gentleman’s concern, and I appreciate the measured way in which he has presented it. He will, perhaps, have to discuss the decision that has been made with my hon. Friend the shipping Minister. It is only by deciding to go for a single marine operations centre that we have been able to provide the resources to allow 24/7 operations to continue at eight other sub-centres around the country, and to deliver the result that reflects the consultation responses we received and the recommendations of the Select Committee on Transport in respect of local knowledge. To answer the hon. Gentleman’s specific question, Aberdeen currently has 31 staff. As a result of these proposals, it will lose eight full-time equivalent posts, operating like all the other sub-centres 24/7 with 23 full-time equivalent staff.