Bus Passes: 1950s-born Women

Jim Cunningham Excerpts

Wednesday 30th October 2019 Westminster Hall

[Mr Jim Cunningham (Coventry South) (Lab)]

I beg to move,

That this House has considered bus passes for 1950s women.

Thank you very much for chairing the debate, Sir Christopher. You and I have known each other a long time, and this is probably one of the last debates in which I will take part in the House of Commons. I thought that I might end my political activities by raising an issue that is very important to about 4 million women in this country. But I should make it clear right at the beginning of the debate that providing bus passes would not be a substitute for putting right the wrongs in relation to these women’s pensions; it would only ease the situation for them.

Everyone in this room will know of the tireless campaigners fighting for justice for the nearly 4 million women born in the 1950s who are affected by the pension changes. They are particularly active in Coventry, but are also active nationally, and I will take this chance to congratulate them on their work so far, because it has been a long, hard road for many of these women. Many have written to me, describing how helpful a bus pass would be to them. I recognise that every little helps, but a free bus pass would not be the solution to the issue as a whole, as I have already stated.

The pension changes were rushed through the House, and the impact of the legislation has been colossal. It gave those affected no time to plan for their retirement. Women who were expecting to retire in a few years began to wind down at work, working fewer days, or left their career entirely, knowing that they could afford to take time off, as they would soon be in receipt of their state pension—or so they thought.

[Stephen Lloyd (Eastbourne) (Ind)]

I appreciate all the work that the hon. Gentleman has done on this issue; I have often been with him in the Chamber. He is making a very important point. Does he agree that the cost of providing bus passes would be negligible, but they would make a difference to a lot of WASPI women—Women Against State Pension Inequality? The reality, however, is that the Department for Work and Pensions needs to be investigated by the Parliamentary and Health Service Ombudsman, because of its lack of adequate communication all those years ago, in the 1990s.

[Mr Cunningham]

I thank the hon. Gentleman for that intervention. As I understand it, a number of WASPI women or women born in the early 1950s have submitted complaints and given evidence to the parliamentary ombudsman, but we do not know the outcome of that yet; we will have to wait and see.

The state pension is not a benefit, or a lottery win that people get once they retire. The state pension is the return of money that people—in this case, women—have paid into the system throughout their working life. The worst-affected women have lost out on tens of thousands of pounds and will retire six years later than they expected.

Last month, the High Court was sympathetic to the 1950s women, but ultimately ruled that they had not been discriminated against. However, the pace at which the changes have taken place certainly puts them at a particular disadvantage compared with men. These women have already suffered considerable inequalities and, in some cases, sexism in the workplace. They would have entered the workplace in the 1960s and ’70s. At that time, women were openly discriminated against. They were refused promotions and refused adequate pay for skilled work. In some cases they were refused maternity rights, and in other cases those rights were non-existent. Those factors mean that many of these women are already at a financial disadvantage.

[Mike Hill (Hartlepool) (Lab)]

My hon. Friend is a true champion of this cause. Does he agree that it is a great irony that many of the women who are suffering hardship as a consequence of the pension inequality will themselves be working in organisations such as bus companies, when they should be benefiting from a free bus pass from them?

[Mr Cunningham]

I fully agree. The factors that I have set out mean that many of these women are already at a financial disadvantage. The Conservatives’ changes to the state pension age only add to that.

The WASPI women have put up an excellent fight against the injustices, but the Government have refused to admit their mistakes or address the problem. The May Administration and now the Johnson Administration have refused to compensate these women for the money that they have lost out on. I note that the Prime Minister, when he was campaigning to be Prime Minister, acknowledged that there was an injustice there, and that it should be put right, but so far we have seen no action. Instead, we have a general election. It will be interesting to see what he does afterwards.

[Dr David Drew (Stroud) (Lab/Co-op)]

My hon. Friend is being very generous about interventions. He is making an excellent case. Does he agree that one of the biggest injustices was that this was supposed to be a gradual change, yet in reality it is a cliff edge? People either get the bus pass or they do not. Many people are having to wait five years for something that, if they had been born a few months earlier, they would have got automatically. Does my hon. Friend agree that that is a problem?

[Mr Cunningham]

It is a problem, but an additional point is that central Government could fund the bus passes and not leave that to local authorities. We all know that at the moment local authorities are cash-strapped, to say the least. I will not go down that road, but I emphasise that the Government should compensate local authorities for the bus passes.

[Gordon Marsden (Blackpool South) (Lab)]

My hon. Friend is making a very sound, thoughtful and definite call to Governments, of whatever hue, to do something to ameliorate these things now. Obviously, there are issues to do with misinformation and all the rest of it, but does my hon. Friend agree that one thing that this Government could seriously consider—there are precedents for this in other areas—is the proposal from the Opposition Benches to return eligibility for pension credit to the state pension age timetable of the Pensions Act 1995, but with the qualifying age continuing to increase to 66 by 2022? Hundreds of thousands of women would benefit from that offer. I am thinking of the WASPI people who have come to see me in my Blackpool constituency and who have been on low incomes or had to dial down their work to support an aged relative. Of course, eligibility for pension credit takes them into other areas of credit. That would be a modest but very significant improvement on their position.

[Mr Cunningham]

I agree with my hon. Friend on those credits, but I think that what he refers to can only be an interim measure. We have to look at the longer term and putting the injustice right. Interim measures are all right, provided that they are not permanent. When they become permanent, we perpetuate the injustice, frankly.

That is why today I call on the Government to give these women the small compensation of free bus travel from the age at which they were meant to retire before the 2011 changes. Right now, bus passes are given to those in receipt of their state pension at the discretion of their local authority. I have just said that there should be adequate funding, and I once again draw hon. Members’ attention to that point.

The Government must provide the necessary funds to ensure that all 1950s women can enjoy a free bus pass. This concession is small, and by no means replaces the tens of thousands of pounds that 1950s women have lost. However, constituents have written to me to describe the benefits that it would bring them. Many of these women are now unemployed, living off savings or supported by their spouse—and that is not to mention the women who are widows and do not have a spouse to support them.

[Hugh Gaffney (Coatbridge, Chryston and Bellshill) (Lab)]

This is a really important issue for WASPI women. All we are asking for on their behalf is a bus pass. It seems to me that there are comments attacking the older generation now. People want to take their free TV licence off them, for example. The WASPI women are suffering financial hardship. These people have worked and paid taxes all their life. They do not ask for a lot, and I fully support the provision of free bus passes to the WASPI women.

[Mr Cunningham]

I do not disagree with my hon. Friend.

[Mr Paul Sweeney (Glasgow North East) (Lab/Co-op)]

I pay tribute to my hon. Friend’s amazing contribution, and thank him for his tutelage. I wish him all the best in his retirement.

On the point about working-age women who will not get this benefit at the age when they expected to get their pension, many of those women, including in my constituency, still have to work, because they have no other option, even though they may work in manually intensive jobs and suffer from disabilities. They cannot walk great distances and they do not drive, so they rely on public transport, which is a cost to them. They have to work for extra years. Surely this would help them, and is better than letting them suffer further financial detriment while the fight for justice goes on.

--- Later in debate ---

[Mr Cunningham]

I agree wholeheartedly. For women who are isolated, live on their own and do not have children, the bus pass is a means of communicating with the outside world. Without it, they find themselves trapped at home, friendless in some instances. People living on their own is a major issue in this country.

[Luke Pollard (Plymouth, Sutton and Devonport) (Lab/Co-op)]

There are 8,000 WASPI women in Plymouth, but many doughty campaigners will not get a free bus pass, even if the Minister agrees to one, because they died before they received pension justice. A lot of WASPI women in Plymouth need medical attention, and public transport is their only way of accessing it. Does my hon. Friend agree that the Minister could do a good deal for the WASPI women in the general election by assuring us that they will get a free bus pass? That would be a step towards getting pension justice.

[Mr Cunningham]

I agree. We could go a step further. I do not know if the Minister has any input on the Conservative manifesto, but if he has, my hon. Friend has just given him a good idea to put in it. Free travel around their towns and cities would allow 1950s women to save a great deal of money on travel while in the limbo period between their working life and the point at which they will receive their state pension.

There are many benefits to bus passes for pensioners. A bus pass combats isolation and tackles loneliness, as I have mentioned. The cost of childcare is so high that many 1950s women in Coventry South and across the nation have become daytime carers for their grandchildren, and in some instances they care for their spouse, too. A free bus pass would allow them to give their grandchildren meaningful and exciting days out. In my constituency, these women will benefit from taking the bus pass to medical appointments, as my hon. Friend the Member for Plymouth, Sutton and Devonport (Luke Pollard) just mentioned, to avoid astronomically high hospital car park charges. Car park charges are another big issue; they affect not only the WASPI women, but medical staff. At some hospitals, the staff have to pay their own car parking charges, which has an impact on their salary.

Everyone will benefit from giving the 1950s women free bus passes. Pensioners’ cash-spending power is a powerful tool in combatting the loss of high street stores and banks. The use of buses ensures that services remain in place and of a good standard. Public transport is important for tackling air pollution caused by cars.

In summary, I call on the Government to provide local authorities with the necessary funds to ensure that the 1950s women, who have been treated so badly, receive the small concession of a bus pass at the age at which they were due to retire before the 2011 changes. The Government do not seem interested in providing that. However, when the Minister replies, I am sure he will tell us that he is putting the idea in his manifesto. While the Government refuse to compensate the 1950s women, I hope that they will afford the 1950s women the small compensation of a bus pass. I look forward to the Minister’s response.

[Sir Christopher Chope (in the Chair)]

On behalf of all hon. Members, I congratulate the hon. Gentleman on what is perhaps the last debate he will initiate in this House. He has been a faithful servant in this place since 1992. I have had the privilege of serving on Select Committees with him. I know he has also served on the Panel of Chairs. Along with other hon. Members, I wish you a very long, successful and happy retirement.

[The Minister of State, Department for Transport (George Freeman)]

Thank you, Sir Christopher, for the chance to serve under your chairmanship. I echo your justifiably warm comments about the hon. Member for Coventry South (Mr Cunningham). It is a pleasure for me to make my first appearance as the newly created Minister for the Future of Transport, but it is also a real pleasure to pay tribute to the hon. Gentleman. In my 10 years here, I have seen the quality, calibre and tenacity of the representation that he has given to the people of Coventry South. I am aware that this may be his last debate. He has given 50 years of public service, including as a city councillor leading the council and as an MP since 1992. Whoever returns in December, this House will miss the hon. Gentleman for his contributions.

My constituency is affected by the pension changes. It defies the stereotype of Norfolk as the playground for the golden Range Rovers from Chelsea to go to the coast. Mid Norfolk is a low-income, largely blue-collar, rural constituency. I well appreciate and understand the issues that the hon. Gentleman has raised, and the importance of concessionary fares on public transport and these pension reforms.

I want to set the scene by reminding everyone why these reforms were necessary. First, they reflected changes in average life expectancy. When the pension system was created, life expectancy was decades younger than today, when it is going up by about a year every decade. These are substantial changes to our workplaces and in the demography of our nation.

Changing the state pension age was a difficult but, in my view, necessary decision. It was necessary not least because we had to deal, in 2010, as a coalition Government, with the horrendous Budget deficit that we inherited. To remind those who are not familiar, the Government at the time were borrowing £1 of every £4 they were spending. Some very tough decisions had to be made. It is worth remembering that these changes were part of recognising some incredible and welcome changes in the workplace of modern Britain. Women now rightly enjoy—it is long overdue—the chance to fulfil careers based on equality in the workplace and to work long, healthy lives, and to enjoy the opportunities that have been dominated by men for too long. That is part of what the reforms were about. However, I totally accept, as I have with my constituents, that where there is a change or threshold in any benefit, concessionary travel or pension situation, there will be people who are caught at the margins or the cut-off point. That is what has happened in this case.

I would not be doing my job if I did not point out that women who reached the state pension age in 2016 will have received, on average, more state pension over their lifetime than women ever have before. Furthermore, if we had not equalised the state pension age, women would be expected to spend on average more than 40% of their adult lives in forced retirement. There are two sides to this coin.

On the suddenness of the change, although many women in my constituency were surprised in 2010-11—as I am sure they were in the hon. Gentleman’s—the changes have been coming. The Pensions Act 1995 included plans to increase the women’s state pension age from 60 to 65, to align with men. The Pensions Act 2011 moved the state pension age for both men and women to 66. As he signalled, the High Court ruled in favour of the Government in its judicial review ruling of 3 October.

[Mr Jim Cunningham]

I would need to check it out, but I understand that there may be an appeal on that ruling, so I do not think that the matter is finished.

[George Freeman]

There may well be an appeal, but I obviously cannot comment on it. I simply make the point that the appeal will be against the ruling in favour of the Government.

On concessionary travel, we all know that for many people the concessionary bus pass can be an absolute lifeline, providing access to work, public services, healthcare, education and, particularly in rural areas, to the very fabric of community and the fabric of active and healthy societies. That is why the Government continue to support concessionary bus travel to the tune of £1 billion a year through local authorities in the UK, to try and ensure that no older or disabled person in England is prevented from travelling by bus for reasons of cost alone. However, I accept that we must go further, and I will set out shortly what the Government will do.

Oral Answers to Questions

Jim Cunningham Excerpts

Thursday 24th October 2019 Commons Chamber

[Grant Shapps]

I pay tribute to my right hon. Friend for his work on this matter, and particularly for action in commissioning that task and finish group. I absolutely look forward to working with him, other Members across the House and the maritime Minister, my hon. Friend the Member for Wealden (Ms Ghani), who deals with this issue as well.

[Mr Jim Cunningham (Coventry South) (Lab)]

T2. Following on from previous speakers on the taxi issue, we have been raising it now for well over 12 months, probably nearer two years. We have had Adjournment debates and questions on it. It is not good enough for the Secretary of State now to say that we are going out to consultation on some minor parts of it. We should have the full report and it should be debated in this House and amended if necessary.

[Grant Shapps]

I should just clarify for the hon. Gentleman that we are not going out to consultation; we are in fact acting on statutory taxi and private hire vehicle standards.

Exiting the European Union (Transport)

Jim Cunningham Excerpts

Tuesday 23rd July 2019 Commons Chamber

[Michael Ellis]

I am going to come to that right now.

[Mr Jim Cunningham (Coventry South) (Lab)]

Elaborating on the point made by the hon. Member for East Worthing and Shoreham (Tim Loughton), one can actually have artificial snow ski resorts.

[Michael Ellis]

Yes, indeed, but even then, one would still need a cableway in order to reach the required area.

The use of this power would be subject to full consultation with the industry and the appropriate technical and safety bodies, such as the Health and Safety Executive.

As the hon. Member for Rhondda (Chris Bryant) mentioned, this instrument replaces the definition of “notified body” with “approved body”. This will allow the Secretary of State to approve bodies to carry out cableways conformity assessments. It should be noted that currently there are no such approved bodies in the UK, so until such time as a body is approved, we will continue to recognise EU notified bodies. I hope that is clear.

High Speed Rail (West Midlands - Crewe) Bill

Jim Cunningham Excerpts

Report stage & 3rd reading & 3rd reading: House of Commons & Report stage: House of Commons
Monday 15th July 2019 Commons Chamber

[Rachael Maskell]

The hon. Gentleman’s intervention seems slightly premature, so I ask him to hold his breath as I come to talk about the other new clauses. This is clearly a massive opportunity, not least for the hon. Gentleman’s constituents, to benefit from more high-quality jobs, which our country desperately needs. I am sure that his constituents would want him to go through the Lobby to achieve that aim.

[Mr Jim Cunningham (Coventry South) (Lab)]

Surely the answer is that, right from the scheme’s inception, there have been serious concerns about the impact on the environment—I do not have time to go through all that—so it is perfectly logical for that to be included among any amendments. However, one of my difficulties with the scheme is that the costs are escalating. Some of my constituents are affected by it but do not get any compensation. From another angle, cities such as Coventry do not get anything out of it because it bypasses Coventry.

[Rachael Maskell]

I remind my hon. Friend that the whole country will benefit, because this is a national infrastructure project. Indeed, many jobs will be created in the supply chain in his very constituency, which I am sure he will welcome. Of course, the environment is a central plank of why Labour supports the Bill. We want to see modal shift—people moving out of their cars and out of the skies and on to trains—and this project will provide such opportunity.

Oral Answers to Questions

Jim Cunningham Excerpts

Thursday 13th June 2019 Commons Chamber

[Mr Jim Cunningham (Coventry South) (Lab)]

T6. The Minister has previously indicated that the Government will bring forward legislation to improve the safety and regulation of the taxi trade when time allows. Can the Minister tell us when exactly that legislation will be brought before the House, or are we faced with another legislative crash—for want of a better term?

[Ms Ghani]

I am just as eager as the hon. Gentleman to legislate in this area, considering the amount of work done by the task and finish group. Our commitment is to make sure that standards are raised, security is dealt with and that national enforcement officers ensure that regardless of where people are in the country they are getting into a cab with a driver who has had a standardised background check and has met the threshold for safety and security. I cannot give any more detail right now, but I am pleased that so many Members are as eager as I am to legislate on this issue.

Bus Drivers’ Working Hours

Jim Cunningham Excerpts

Thursday 6th June 2019 Westminster Hall

[Matt Western (Warwick and Leamington) (Lab)]

I beg to move,

That this House has considered local bus drivers’ working hours.

It is a pleasure to serve under your chairmanship, Sir Graham.

Back in February I brought forward my ten-minute rule Bill raising the issue of local bus drivers’ working hours. It asked for two things: a change to working hours and an increase in more robust, independent medical checks for bus drivers. I do not believe that our current laws around the working hours of bus drivers are keeping our public safe. The Bill that I put forward, to which this debate relates, simply seeks to limit bus drivers on local routes to driving for no more than 56 hours in any one week and 90 hours in any two consecutive weeks. Doing this would bring the hours worked into regulatory alignment with those for long-distance bus and coach drivers, and for heavy goods vehicle lorry drivers. Some would say that this is simple common sense. Let me put it like this: how can a packet of cornflakes have more chance of safe arrival at its destination than a child on a bus?

I proposed the Bill in response to the terrible tragedy in Coventry city centre in October 2015, and in particular in memory of the two individuals who died in that accident: seven-year-old Rowan Fitzgerald and 76-year-old Dora Hancox. I pay tribute to Rowan’s family, Natasha, Barbara and Liam, who have joined us today. I thank them once more for their courage and encouragement, and before them I recommit myself to ensuring there is an important legacy from their terrible loss. That is why we are pushing for Rowan’s law—so that the rules around local bus driver working hours are made consistent with those for long-distance bus and coach drivers, and HGV drivers.

Many others were injured that day, including Rowan’s cousin Paige, but it could have been even worse. Were it not for the brave actions of Teil Portlock, who managed to disperse the pedestrians outside the Sainsbury’s, many others would have been killed or seriously injured. For the benefit of the Minister, may I describe what happened that day in Coventry? It was a busy Saturday afternoon. The video shown at the inquest revealed how the tragedy could have claimed more lives. In it, the bus careers across the main road, striking another bus and then a lamppost, before hurtling down a pavement and ploughing into a bus stop and the supermarket. As I have said repeatedly, it was an absolute inevitability that such a tragedy would happen.

The driver that day was Mr Chander, a 77-year-old male, of Leamington Spa. In the year leading up to the fatal accident, Mr Chander had worked an average of 47 hours per week. That statistic disguises the number of hours worked during busy periods, namely school term time. At those times, he was frequently working in excess of 56 hours a week and could drive school specials. These hours are long by any measure, particularly for a driver in his mid-70s. In the four weeks leading up to the crash, he had driven 62 hours, 76 hours, 76 hours and 72 hours respectively, which was an average of 72 hours a week over that period. That was despite his shocking safety record and some 16 written complaints from passengers, who, over the preceding couple of years, had contacted the company to register his erratic behaviour and innumerable incidents. Those hours are entirely legal under current UK law, and that is what many of us are seeking to address.

This issue is not new, and the crash in 2015 could have been prevented. Back in March that year, before the tragedy, my right hon. Friends the Members for Islington North (Jeremy Corbyn), and for Hayes and Harlington (John McDonnell), proposed such changes through an early-day motion. That was four years ago. Currently, British laws limit bus drivers’ hours on local routes of less than 50 km to 10 hours of driving a day, with no weekly or fortnightly limit, except that in any two consecutive weeks there must be at least one period of 24 hours off duty. That means it is entirely legal for a local bus driver to drive 130 hours over two weeks. If you extrapolate that, a driver could work 260 hours in under four weeks, which would be extraordinary.

Under EU law, a long-distance bus or lorry driver cannot drive for more than 56 hours a week, or more than 90 hours over two consecutive weeks. I believe this tragedy could have been avoided if driving hours for local bus drivers had been capped at 56 hours a week, and no more than 90 hours over two consecutive weeks, as is already the case for long-distance bus and HGV drivers.

When the family and I met the Minister, just a month ago, she shared with us Department for Transport data that showed that bus drivers drive an average of 42 hours a week. I believe that hides the reality and what is happening at the extreme margins. It is reported that 10,000 bus or coach drivers are working in excess of 56 and a half hours per week, and that 42,000 drivers—some 40% of total drivers—are working in excess of 90 hours per fortnight on average.

Part of the issue is that drivers are seeking recompense for depressed earnings; they have seen their wages reduce, relative to other drivers, such as train or tube train drivers. That divergence, where there was once parity, is a great cause of the additional hours that have been worked. It means that on average bus drivers work nearly six hours per week more than average workers.

The Bill proposes moving to EU regulations that cover total hours worked, but also includes proposals to bring changes to mandatory breaks that would ensure a break of no less than 45 minutes would be taken after no more than four and a half hours of driving. At present, the entitlement to a 30-minute break after five and a half hours behind the wheel often results in drivers taking smaller breaks or none at all due to congestion on the route or other factors beyond their control. Also, it is not realistic to think that a driver can obtain proper rest and refreshment in that timeframe, after five and a half hours of driving passengers on often complicated routes, with frequent stopping.

Importantly, the changes to hours in the Bill should be introduced by employers at no detriment to bus drivers’ pay. The culture of long hours amongst bus drivers is accompanied by low rates of pay, which places on drivers a dubious incentive to work overtime. Regulations must prevent this, but must also ensure that bus drivers are paid properly for the essential public service they provide. This is important at a time when operators are cutting unprofitable routes and local councils are cutting funding to bus services. This all sounds obvious, particularly when looking at the regulations that apply in other European countries, but it is why so many of us are calling for change. I applaud Rowan’s family for their petition doing just that. It already has 2,800 signatures, mostly local, but I am sure the number will build as this campaign makes further headway.

Since I spoke to my ten-minute rule Bill, the family and I met with the Minister responsible for buses, who disappointingly cannot be here today. It was an emotional meeting. The Minister said she would look into this; I appreciate her honesty and her commitment to doing that. I have met representatives of the relevant unions to garner their views. The TUC, GMB and National Union of Rail, Maritime and Transport Workers all back this change, as does the Mayor of Greater Manchester. I met those responsible at Transport for London to hear their concerns, and to try to better understand the reasons behind the 16 or 17 deaths per year, on average, involving buses on the capital’s streets.

[Mr Jim Cunningham (Coventry South) (Lab)]

The accident happened in my constituency; I thought it only right and proper to come along today to support my hon. Friend. The accident is a by-product of deregulation about 30 years ago. I am surprised that the Government have never adopted the EU regulations. I support my hon. Friend and I extend every sympathy to the families of those killed in the accident. I hope that the Government will, for a change, take action, rather than drag this out so that, at the end of the day, nothing changes. That would be no comfort to the families concerned. Earlier this year, I met my hon. Friend and members of the victims’ families right here in Westminster Hall. We support them all that we can. I congratulate my hon. Friend on securing this debate.

[Matt Western]

I thank my hon. Friend for his intervention. I agree with him entirely about the marketisation of the bus sector, and the pressures that that has put on bus drivers and the hours that they work, and the pay and working conditions that they suffer as a result. Of course, that does not apply to tube drivers, for whom that has not been allowed to happen. We have seen widening divergence in tube driver and bus driver pay in the capital; it is a good example of what has been allowed to happen through marketisation of local bus services. I thank my hon. Friend for coming today. I know that many others hoped to be here, and were it not for the by-election in Peterborough, I am sure a great many more would have been here. Unfortunately, that is just a scheduling problem.

When I met Brake, the road safety charity, it was extremely impressed by the campaign and put its full support behind it, as did London Bus Watch. Sir Graham, you will not be surprised to learn that many bus drivers have approached me to share their stories and the reality of what is happening under existing legislation. Across the country, their responses have been clear and consistent. For example, a bus driver in Cornwall drives on a route longer than 50 km, so it should come under strict EU rules for long-distance drivers, but the local company exploits a loophole and splits the route into three, so that the same driver can continue the route and they do not have to comply with EU working hours restrictions—a simple example of how companies work the system. In Liverpool, a driver who used to work for Stagecoach said that drivers were regularly forced to work 12-hour shifts day after day, which caused fatigue. There are many other examples, but time does not permit me to give them.

There is also concern about who enforces legislation. What are the roles, and how are the Driver and Vehicle Standards Agency and the traffic commissioners resourced? It is disturbing, and may come as a surprise, that very few councils and local authorities have any bus safety data at all. Following a Freedom of Information Act application by one of the campaign groups, 46 of the 74 councils and local authorities approached said they had absolutely no bus safety data; eight said they did, and 24 are yet to respond. There is clearly much to do.

It is evident that what happened on that day in Coventry city centre could have happened anywhere, and it is unlikely to be the last such accident. In fact, what motivates me, and, I am sure, Rowan’s family, is our determination to ensure that there is no repeat of the Coventry crash, and that no worse tragedy ever occurs. I fear it is simply a matter of time unless the Government act.

I sum up by repeating that it is simply common sense to align the working hours legislation for local bus drivers with that for long-distance bus, coach and lorry drivers to bring safety to our streets, and to avoid an even more serious tragedy, but that must not impact on drivers’ pay. That is sensible, pragmatic and certainly not radical. We need only look at the legislation and what happens in Germany and the Netherlands, where daily driving cannot exceed nine hours, with an exemption twice a week, when it can be increased to 10 hours. Total driving time is limited to 56 hours a week, with a total fortnightly limit of 90 hours, and drivers have 45-minute breaks after four and a half hours of driving time. That is what happens in other European countries.

We must also introduce independent, regular health checks. Coventry was an example of an individual being suspected of being in ill health, but for some reason, that was not exposed, though it should have been. Through the Bill, I urge the Minister to provide for more regular, independent health checks to ensure the safety of all our passengers and other road users. That could be introduced via a simple statutory instrument, if the Government so wished. I urge the Minister to review the matter with his colleague and the Secretary of State. In the meantime, the family and I will continue to press for the introduction of Rowan’s law. We have come a long way, but we will continue until Rowan’s legacy is fulfilled.

East Midlands Rail Franchise

Jim Cunningham Excerpts

Tuesday 7th May 2019 Commons Chamber

[Andrew Jones]

I am not sure we can describe Leicester as an exotic destination, but I understand the point that my hon. Friend is making. It is a key part of the economy and the central part of this country and its connectivity is therefore very important, as he highlights. I will have to check and have a further conversation with Abellio and then write to my hon. Friend with the answer to his question.

[Mr Jim Cunningham (Coventry South) (Lab)]

There have been press reports again today regarding who is responsible for pensions, particularly in relation to Virgin contracts and Stagecoach. Can the Minister clear that up? What is he trying to achieve? Who is responsible for paying the pensions?

[Andrew Jones]

The responsibility for paying train operator pensions is the responsibility of the train operator. That is the case with the franchises that have just been awarded and are being considered, and it has always been the case since franchising came into form 25 years ago. There are no plans to change that. Train operators have the responsibility and we expect them to fulfil it.

Oral Answers to Questions

Jim Cunningham Excerpts

Thursday 2nd May 2019 Commons Chamber

[Chris Grayling]

Of course if the scheme is to go forward, it has to be at an affordable price. It is part of the Government’s broader strategy to improve connections between east Lancashire and West Yorkshire, and I commend those Members who have made such a powerful case for the improvement of those routes—particularly my hon. Friend the Member for Pendle (Andrew Stephenson) and my hon. Friend the Member for Shipley (Philip Davies), at the other end in West Yorkshire, who has talked about the importance of those routes.

I also believe it is of fundamental importance that we have a proper freight route across the Pennines, as well as passenger services for local communities in those areas, so that we can provide shorter journey times from ports on the east and west coasts. That, to my mind, is the central part of this work.

[Mr Jim Cunningham (Coventry South) (Lab)]

3. What assessment he has made of the potential effect on (a) capacity and (b) ticket prices on the rail network at peak times in the event of the introduction of seating-only policies.

[The Parliamentary Under-Secretary of State for Transport (Andrew Jones)]

The Department has made no recent assessment of the potential effect of the introduction of seating-only policies on our national rail network. I understand that Virgin set out a number of proposals in its submission to the Williams rail review, including seating-only services. Those will of course be considered by Mr Williams and his team as their work progresses.

[Mr Cunningham]

When do the Minister or his officials propose to have discussions with Virgin Trains? There is a great deal of concern that this could affect Virgin employees and, equally, pensioners’ freedom to travel, so I hope the Minister will discuss this with Virgin.

East Midlands Rail Franchise

Jim Cunningham Excerpts

Thursday 11th April 2019 Commons Chamber

[Andrew Jones]

The bids for the west coast franchise will be assessed and the franchise awarded in the normal way. I am slightly puzzled by the Labour party’s position on this. After the east coast main line affair last year, Labour was broadly suggesting that Stagecoach should not be allowed to bid for anything; now it is broadly suggesting that it is bad to take away any franchises from it.

[Mr Jim Cunningham (Coventry South) (Lab)]

Can the Minister clarify the situation with Virgin on the west coast main line? And I do not want a lecture about the Labour party’s stance; I want a straight answer.

EU Exit Preparations: Ferry Contracts

Jim Cunningham Excerpts

Tuesday 5th March 2019 Commons Chamber

[Andy McDonald]

Yes, I was greatly surprised, but the hon. Gentleman has to concede that there had to be some justification for bringing the wrong Secretary of State to the Dispatch Box, and if a hook could be found to hang that on, that was as good as any. It was a nice try, but it failed totally.

[Mr Jim Cunningham (Coventry South) (Lab)]

Has my hon. Friend noticed that every time the Government get something wrong through their incompetence, the excuse is that it is “in the national interest”, yet when Labour Governments make mistakes it is a different thing altogether?

[Andy McDonald]

My hon. Friend makes a pertinent point. I am just astonished that people can hide behind what they perceive as being the national interest; I fail to see how it is in the national interest to pour millions of pounds of taxpayers’ money down the drain. I do not call that being in the national interest at all.