Special Educational Needs

Debate between Geraint Davies and Julian Sturdy

Wednesday 20th March 2019 Westminster Hall

[Geraint Davies (in the Chair)]

A large number of Members wish to speak, so after the main speech I will straightaway impose a five-minute limit on Back-Bench speeches. People may take their clothes off—within reason.

[Julian Sturdy (York Outer) (Con)]

I beg to move,

That this House has considered SEN support in schools.

It is a pleasure to serve under your chairmanship, Mr Davies, I think for the first time. Before discussing the policy that I wish to address, I will take a moment to emphasise why special educational needs support in schools is such an important topic. I secured the debate because of a number of constituency cases that have come through my surgery. Constituents raised the issue with me and brought me to the point at which I felt the need to discuss it in Westminster Hall. I will not talk specifically about constituency cases, because I want to speak to the wider issue, which affects not just cities such as York but the whole country. That is reflected in the number of Members attending the debate this morning.

I will touch on the importance of SEN and why it is worth taking the time to ensure that the system of support works for all children with SEN. Our starting point should therefore be to see SEN as something that informs mainstream education policy, rather than a specialist area relating to a minority of pupils. More than 1.2 million pupils in England—that is 14.6%—have an identified special educational need, of whom 250,000, or one in five, have either a statement of SEN or an education, health and care plan in place. We should also be conscious of the fact that the SEN of many more students are likely to remain unidentified. For me, that is the wider issue of real concern.

New research by Professor Lucinda Platt at the London School of Economics and Dr Sam Parsons of University College London has helped to inform us about the short, medium and long-term effects on people’s lives of being identified with SEN at school. While the findings are alarming, they serve to underline the obligation on us all to ensure that the next generation of children do not experience their special educational needs as something that impacts negatively on their prospects at school and future life chances.

--- Later in debate ---

[Julian Sturdy]

Thank you, Mr Davies. I will try not to take any more interventions, and to bring my remarks to a conclusion, but the point that the hon. Member for Westmorland and Lonsdale (Tim Farron) made was the one I wanted to go on to. There is genuine concern that the system provides a perverse incentive to schools not to rigorously identify and protect children with special educational needs. Schools are not provided with straightforward per pupil funding. Rather, a notional proportion of their overall budget is earmarked as SEN funding. Crucially, however, that is not ring-fenced, which means that by identifying more children with SEN, and funding them, schools will allocate up to £6,000 per pupil that they could have spent on other areas. That is exactly the point that the hon. Gentleman made.

Schools have access to additional funding from local authorities for children with especially complex needs, but my concern is the effect that that has on children whose SEN provision schools have to fund in its entirety. Alarmingly, the percentage of pupils with identified SEN but whose needs are not complex enough to qualify for a statement or EHCP reduced from 18.3% in 2010 to 11.7% in 2018, while the proportion with complex needs remained static. I do not want to prejudge the reason for the reduction, but it is certainly dramatic. Surely it reflects not an actual reduction in the number of children with SEN, but rather a reduction in the number who have been identified. In the absence of a proactive approach from schools, parents tell me they have to fund diagnoses for their children privately and are becoming frustrated with schools that are failing to investigate their concerns properly. As we have heard, Members across the House face the issue regularly in their surgeries.

On the other side of the matter are local authorities, which have also complained about pressures on the high needs funding block. The National Autistic Society has raised concerns about the wait that children face to be provided with appropriate support, and a worrying increase in the number of requests for EHCP assessments that are refused by local authorities. In November, Mr Dave Hill, the executive director for children, families and learning at Surrey County Council, told the Education Committee that SEN funding was approaching a “national crisis” because of

“all the money being spent on firefighting and no money being spent on prevention.”

Indeed, North Yorkshire County Council’s high needs funding has increased by only 0.75% at the same time as demand has risen by 10%. Councils are now liable to fund children with complex needs from the ages of nought to 25 under an EHCP.

As I mentioned earlier, the introduction of EHCPs is to be welcomed and indeed they have proved popular with parents, providing both certainty and individual flexibility. However, councils have expressed concerns that their high needs budgets are becoming increasingly committed to the funding of the 20% of SEN pupils who qualify through having an EHCP, leaving little to spare for the remaining 80% of SEN students who do not qualify. That is an important point. It is particularly frustrating for the parents of children with complex needs who just fail to meet the threshold for EHCP qualification. The concern is that that is creating an all-or-nothing system, where a dramatic difference in support results from the fine margin on which someone does or does not qualify for an EHCP.

I want to draw my remarks to a conclusion because I know a number of Members want to speak. We need to look at the exam assessment concession system and whether it adequately addresses the disadvantages that SEN children face.

[Geraint Davies (in the Chair)]

Order. Perhaps you can try to bring your remarks to a close in a moment. I am already down to two and a half minutes each for other speakers. Carry on—you are entitled to speak as long as you like, but be aware that there are eight speakers, plus the Front Benchers.

[Julian Sturdy]

I will take 30 seconds, Mr Davies. I have obviously taken a lot of interventions, which have affected what I wanted to say.

[Geraint Davies (in the Chair)]

I am just advising you.

[Julian Sturdy]

I appreciate that advice, Mr Davies.

We need to review the perverse incentives that result in schools failing to identify children as SEN, and the controversy between parents and local authorities over EHCP qualification. We need to prioritise teacher training, so that all teachers have basic skills for working with children with SEN, creating a more integrated approach. I have questions whether the policy of new SEN free schools is the right way of addressing the underlying issues, as I have mentioned.

Finally, we need to look at the effectiveness of education, health and care plans, especially in regard to the proportion of local government higher needs SEN funding spent on those plans at the expense of the 80% of SEN children and students who are not on the plans or who just miss out on qualifying for an EHCP. Ultimately those children are falling through the gaps, and the consequences for their future development and potential opportunities are huge. We Westminster politicians must not forget that, and must face up to it and react. I hope that the debate, given the number of colleagues present from across the House, will mean that we can try to move things on. I look forward to hearing what the Minister and other Front-Bench speakers have to say.

[Geraint Davies (in the Chair)]

I was going to call the Front Benchers at 10.25 but I will now call them at 10.30, and give them eight, eight and 12 minutes. Other Members will have two and a half minutes.

Transport and the Economy

Debate between Geraint Davies and Julian Sturdy

Tuesday 28th February 2012 Commons Chamber

[Julian Sturdy (York Outer) (Con)]

It is always a pleasure to follow my hon. Friend the Member for Stockton South (James Wharton). As a member of the Select Committee on Transport, I have a great interest in all things transport-related, from aviation and road to rail and shipping. A 21st-century Britain needs a 21st-century pragmatic transport strategy. Although politics is usually, and regrettably, played as a short-term game, transport strategies and infrastructure projects require a steady long-term commitment. It is rarely possible for such projects to deliver results within a Parliament or two, but that fact should enable us to take party politics out of the mix and unite across this House on a common goal to deliver a long-term, all-encompassing transport plan.

On a wider note, I should stress that my interest in transport policy is not born simply of my serving on the Transport Committee; it also comes from a far more regional and local perspective. On a regional level, as a Yorkshire MP I know that transport links play a vital role in bridging the north-south economic divide, which previous Governments have failed to address. This issue is vital to providing a sustainable long-term economic recovery for our country and for the Yorkshire region.

On a more local level, congestion and gridlock has an impact on the daily lives of my constituents. However, it is not just local households who struggle with such congestion, as businesses are being hit hard, too. The York northern ring road and the A64 act as a brake on local economic growth, bringing increasing congestion, more accidents and costly delays. As the Transport Committee’s second recommendation in its “Transport and the economy” report outlined, investment in this regard is “a high priority” so that we can support economic growth, locally and nationally.

Travelling through or around the city of York can be an extremely time-consuming exercise. York’s infrastructure is often seen as a nuisance, but the sad reality is that it could get a lot worse, and rather quickly too. The City of York council’s draft local development plan contains some stark warning signs. It states that

“congestion delay time across the network could triple by 2026”

and that

“even with all reasonably practical and deliverable transport investments in place, congestion delay across the network will double by 2026.”

Such a frank and honest assessment is frightening. The link between transport infrastructure and economic growth is undisputable, so my fear for York and for the rest of the country is that economic growth over the next decades will become increasingly choked by the outdated infrastructure. We may want companies and businesses to invest for the long-term future in northern cities such as York, but they will require certainty that there is a long-term plan in place to deal with congestion—a long-term plan that they can buy into.

[Geraint Davies]

In 2014, we will have the centenary of Dylan Thomas’s birth in Swansea, and we are looking forward to massive tourism investment as a result. Does the hon. Gentleman agree that it is important that business and the people managing these things know in advance that the electrification of lines will take place, for instance between Cardiff and Swansea, so that they can plan ahead and business has good time to make that inward investment?

[Julian Sturdy]

Absolutely. Tourism is also a key element in York’s local economy and the congestion is having an impact on the tourism level in the city. Sadly, my local authority in York would rather tinker with small-scale schemes than take the difficult long-term decisions that will safeguard the city’s economic future. As I mentioned at the outset, we need a fearless transport strategy. We need a long-term approach to investment at a national level and implementation locally. The Government’s £3 billion of capital for local road projects outside London, to be spread over the next four years, is therefore a welcome starting point, but is that the sum part of a long-term strategy for our roads? The crux of road investment is long-term, joined-up thinking.

I shall now discuss another form of transport. We have to tackle aviation issues seriously, and we face two problems. Airport capacity in and around London is at breaking point. We should be enormously proud that our capital city has remained resilient over a number of years, maintaining its position as the best place in the world to do business. Although international politics and powers have changed, London has remained at the top table, with a positive knock-on effect for the rest of the UK. However, if we refuse to expand our capacity, we risk throwing away our the capital’s crown and, again, our economy, both nationally and locally, will suffer.