Disabled People (Access to Transport)

Iain Wright Excerpts

Thursday 9th January 2014 Westminster Hall

[Mr Iain Wright (Hartlepool) (Lab)]

I wish you, Ms Dorries, and all hon. Members a very happy new year. Best wishes for 2014! It is a real honour and pleasure to follow my hon. Friend the Member for Poplar and Limehouse (Jim Fitzpatrick). He is knowledgeable and passionate about these matters.

I want to participate in today’s debate because I have received a large number of representations from my constituents about access to transport for disabled people, particularly for those suffering from visual impairments. That is not entirely unsurprising. Poverty, deprivation and an ageing population are all factors that contribute to physical disability and some degree of sight loss.

Hartlepool has a higher than average level of deprivation, and some 40% of all households there include a person with a physical disability of some kind. An ever greater proportion of my constituency population is over 65. Some one in six people in Hartlepool are over 65 and by 2030 they will constitute 23% of the town’s population. That means that an extra 7,100 people in Hartlepool will be over the age of 65, and possibly suffering from sight problems, in a little over 15 years’ time.

In those circumstances, a reliable, inclusive and, above all, practical—I have heard that many times already today—public transport system is vital for my constituents and would allow those with physical impairments and disabilities to enjoy a better quality of life. It would also encourage, as the hon. Member for Eastleigh (Mike Thornton) said, greater use of bus services, which would make them more viable and be, as he said, a win-win situation.

I have to be blunt, however. Hartlepool does not have a public transport system—not really. It has a private sector monopolistic service, run by Stagecoach. It disregards choice, quality and provision of service and concentrates on profit at the expense of passengers, especially those with disabilities. That is why the company can boast of a 17.1% profit margin in its UK bus operations.

Those are “sector-leading profit margins”, as the company said in its latest annual report, and that is why it can increase its earnings per share and dividends to shareholders this year. It is also why it can abolish evening and Sunday bus services in my constituency. I wrote to Stagecoach on behalf of my constituents on the campaigning matters of audiovisual announcements and better accessibility through the use of low-floor boarding devices and new stock. I was told about Transport for London and the trial of a system on the service 7 route in Perth, but the company’s letter did not even mention Hartlepool.

I was struck by the opening remarks of the Chair of the Transport Committee, who mentioned that we need to have modern buses to provide greater space for wheelchairs. Far too many of the buses used in my constituency are 20 or 30 years old. They need to be modernised and that is not happening.

I do not want to discourage enterprise and rising profits for companies, but when it is done at the expense of a deteriorating service to customers, particularly those with physical disabilities, and without the option for those passengers to move to a more appropriate competitor that can provide a better service, it is clear that competition is not working and something needs to change. In these circumstances, it is important that we have a smarter regulatory system that works in the interests of passengers, particularly those who, for reasons of disability, would find it difficult—if not impossible—to travel by other means in a safe, reliable and affordable way.

I wrote to the Minister’s predecessor at the Department, the hon. Member for Lewes (Norman Baker), and I was disappointed to receive quite a blunt response:

“At the Guide Dogs Parliamentary Reception in March 2011, I announced we do not intend to legislate to make audio visual systems on buses mandatory.”

I am disappointed at the Government’s response to the Select Committee’s eminently sensible, reasonable and measured recommendations, particularly on bus travel. The Government’s responses are complacent—even dismissive—and are letting down people in my constituency, particularly those at risk of being vulnerable. Without appropriate public transport as the country ages, a growing proportion of my constituency will be left isolated.

The issue is not just about an ageing population, however. Tonight, sunset is at 4.11 pm, well within the working day. Often, people with visual impairment will not be able to go to work, contribute and have a rewarding career because they are frightened that they will be unable to get home; it is dark and they will not know where they are. We are undermining the potential of many hundreds of thousands of people in this country and reducing our economic potential if we do not address that issue, which is why it should be a priority for the Minister.

I cannot understand why the Government are not being smarter and encouraging innovation in the use of technology in this field. Why is the Minister’s Department not pooling together with the Department for Business, Innovation and Skills to provide seedcorn funding that could utilise big data and technology? That could be through the development of a smartphone app that could plot where a passenger was and inform him or her when the bus was arriving at their bus stop. Can we not have smarter street furniture that would allow that to happen?

[Mike Thornton]

Velvet Bus in my constituency is working on such an app. It would be encouraging if the Government got behind that kind of private development and worked with the company to provide it nationwide.

[Mr Wright]

I agree with the hon. Gentleman. I want to see these ideas developed. It would be a good demonstration of what private enterprise working with Government can achieve. It would help visually impaired people, as well as stimulate British enterprise and innovation into providing a product that could generate revenue here and around the world. I hope that the Minister will look at the issue closely and talk to his colleagues in Government to see what can be done.

I will embarrass the Minister by saying that he is a good man, who cares about transport and knows about it, as my hon. Friend the Select Committee Chair does. I know he has family in Hartlepool, so he knows better than most Ministers how an inclusive public transport system can benefit my constituency. I hope that he takes on board the concerns of my constituents and the sensible and measured recommendations made by the Select Committee. I hope that he ensures that people suffering from sight impairment in my constituency and elsewhere can benefit.

--- Later in debate ---

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

I congratulate the Select Committee on Transport on its excellent report, which is certainly food for thought. As a former member of the Transport Committee, I participated in an earlier report on the issue, when we looked at plans to make the Olympics fully accessible for disabled people. Indeed, the Olympics were delivered with wonderful opportunities for everyone to access events.

Mention was made of Christmas eve. The report appears to be a little like the sort of list that my children used to bring me to give to Santa, but on such occasions, I could not always give every gift on the list; I hope that the Government’s response at least shows that we are behind the moves to make all our transport accessible to as many people as possible.

I welcome the opportunity to update the House on some of the many developments that the Government and transport industry are taking forward to improve transport for disabled people. My noble Friend Baroness Kramer leads for the Department on the issue. Reference was made to a world-weary approach. I met my noble Friend this week and can say that she is absolutely enthusiastic about this topic and the phrase “world-weary” does certainly not apply. Although the Government were not able to agree with all the Committee’s recommendations, Committee members raised a number of important matters and I hope to tackle the main points on which the Government were challenged. Before I do so, I shall address one or two of the points made during the excellent contributions that we heard this afternoon.

The hon. Member for Liverpool, Riverside (Mrs Ellman) asked about the 2005 regulations and whether they would be updated. The Department remains committed to renewing and updating “Inclusive Mobility: A Guide to Best Practice on Access to Pedestrian and Transport Infrastructure” during 2014, as set out in the accessibility action plan. She also asked if many disabled people were aware that they had a right to a taxi if they could not get access to a train at a station; I did not realise that people had that right. I hope that it can be publicised more widely, so that people are aware of it.

The hon. Member for Aberdeen South (Dame Anne Begg), who is no longer in her place, said that often turning up and hoping to get help can be better than booking in advance. Constituents have written to me about delays on the trains that mean that the assistance they hoped to get—for example, at York station to make a connection to Scarborough—is unavailable.

Particular reference was made to access on Crossrail. Sponsors are keen to make the line accessible, but delivering that will depend on cost, technical feasibility and identifying suitable funding. There has been criticism in the press and Parliament about Crossrail not providing step-free access at all stations. However, Crossrail will dramatically improve accessibility to rail transport in London, with 31 of the 38 stations on the route having step-free access and an estimated 93% of journeys on the route starting and ending at step-free stations.

All central London Crossrail stations will be fully accessible from street to train, and there will be step-free access from street to platform at 20 of the 27 service stations on the route. At a further two stations—Taplow and Langley—there will be step-free access to the eastbound platform, which will be used by Crossrail, but not to the westbound platform. There are currently no plans to deliver step-free access to Iver, Hanwell, Maryland, Manor Park and Seven Kings stations.

Crossrail is meeting its legal obligations. The stations that will not be made step-free will have minimal or no infrastructure work carried out on them, and therefore there is no requirement for them to provide step-free access. Work is now under way to look at finding technical solutions to make the remaining seven stations step-free and to explore potential sources of funding. Based on the time frames for the feasibility work and the decisions around the Access for All programme, the position should be much clearer by the spring of this year.

[Mr Iain Wright]

How does what the Minister is suggesting comply with existing disability legislation?

[Mr Goodwill]

As I thought I had made clear, where Crossrail is carrying out substantial construction work at stations, it has an obligation to make those stations accessible, but where stations are not being modified, Crossrail is not forced to make them accessible to be legally compliant. However, as I have said, work is ongoing, and we will be in a much better position by the spring. May I also point out that the wonderful new north-south railway line that we are endeavouring to build will be fully accessible on High Speed 2?

--- Later in debate ---

[Mr Goodwill]

Yes, by all means. I am happy to ask my officials to do that. However, we are keen to ensure that we do not place undue burdens on operators, many of whom—on certain routes—are facing particular financial difficulties, although I noted the points that were made about Stagecoach and its profitability.

[Mr Iain Wright]

I am grateful to the Minister for giving way again; he is being very generous in doing so. I think that I am right in saying that he quoted a range of costs from £5.8 million to £8.4 million. Can he tell the House how much that is per bus? Has any work been done in respect of the additional revenue that might accrue to bus companies as a result of widening their customer base?

[Mr Goodwill]

Well, if 2,500 buses cost £5.75 million, that is just over £2,000 per bus by my calculations. I have taken note of the points that the hon. Gentleman made about the age of some of the buses in Hartlepool, and I will certainly write to Stagecoach managers and invite them to Scarborough to visit the Alexander Dennis bus factory, where I am sure they will be able to place an order for state-of-the-art Enviro200 single-decker or Enviro400 double-decker buses. The factory will be more than happy to supply Stagecoach with such buses.