Rail Timetabling

Lilian Greenwood Excerpts

Monday 4th June 2018 Commons Chamber

[Chris Grayling]

I share my right hon. Friend’s frustration. The most important thing is to end the situation in which we have mass cancellations and people cannot plan their journeys. The important thing now is to reintroduce the services that were supposed to be part of the May timetable step by step, so that we do not end up having the same problem all over again. First, we have to ensure that we have a dependable service that people know will be there when they turn up. Secondly, we need to move back, in a responsible, phased way, to the expanded timetable with the thousands of new trains that should have been there on 20 May.

[Lilian Greenwood (Nottingham South) (Lab)]

Train operators and Network Rail have undoubtedly failed dismally, but the Department for Transport signed off GTR’s unworkable timetable proposals in the face of Network Rail opposition, delayed the decision to agree a phased introduction of the new Thameslink timetable, rejected Chris Gibb’s recommendation of a longer eight-phase implementation, required a reduction in spending on train planning by 2019 despite the biggest timetable change in more than a decade, and failed to spot that driver shortages and training needs would undermine the main timetable. Why has the Secretary of State, both in his letter to MPs and again today, failed to take any responsibility for his Department’s role in the shambles endured by passengers up and down the country?

[Chris Grayling]

I fully expect Stephen Glaister’s review to look at all the players in this, including my Department. The industry readiness board set up by my Department to assess the process of introducing the new Thameslink timetable recommended in May that the timetable could go ahead. When experts are called in for advice and they advise us to do something it is generally a good idea to listen to them.

Oral Answers to Questions

Lilian Greenwood Excerpts

Thursday 24th May 2018 Commons Chamber

[Joseph Johnson]

We are grateful to my hon. Friend for bringing all the issues facing his constituency to our attention, and we look forward to working closely with him in the coming weeks. This week’s timetable changes are the first phase of a totally recast timetable, which will deliver, in time, the full benefits of the £7 billion Thameslink programme.

[Lilian Greenwood (Nottingham South) (Lab)]

The new timetable produces winners and losers across the country. Yesterday, the University of Nottingham told me that

“connectivity to London and to the world is crucial to Nottingham attracting jobs, talent and visitors that will drive the future of our economy. We are concerned that the timetable changes will hinder these ambitions.”

That is a clear indictment of the changes forced on East Midlands Trains’ services by this Department in order to accommodate the new Thameslink timetable. What have this Government got against the east midlands that means that, yet again, we are getting a raw deal?

[Joseph Johnson]

The May 2018 timetable change will see about 90% of our services change. It is perhaps the single biggest timetable change in the country’s history and it will bring an extra 1,300 train services across our network. This is a very significant operational challenge. We recognise the disruption that is temporarily occurring in various places, and we are working carefully with train operators to reduce it as rapidly as possible.

--- Later in debate ---

[Ms Ghani]

I like every opportunity to talk about HS2 and the benefits that it will bring across the country. It is forecast to support about 25,000 new construction jobs and 2,000 apprenticeships during the construction of phase 1 and 2, as well as 3,000 operations and maintenance jobs once the services are running. Economic growth as a result of HS2 is estimated to support the creation of up to 100,000 jobs. HS2 will provide better connectivity to Scotland. This will enable businesses to create new opportunities and people to have better choices of jobs, as well as creating extra capacity for freight.

[Lilian Greenwood (Nottingham South) (Lab)]

T5. International evidence supports road safety targets; we know that they work. The European Commission’s new mobility package proposes a target of halving road deaths and serious injuries by 2030. We know that this Government like targets to throw people out of the country, but what is the Minister’s position on targets to save the lives of UK citizens?

[Jesse Norman]

The answer to that question, as the hon. Lady will know, is that there is no correlation between having targets at the national level and the success of a road safety strategy. Many countries that do not have targets have had thoroughly successful road safety strategies. There are many parts of our public realm in which targets can be set by the authorities involved, and we welcome them when they are set.

Transport Secretary: East Coast Franchise

Lilian Greenwood Excerpts

Wednesday 23rd May 2018 Commons Chamber

[Andy McDonald]

I am grateful to my hon. Friend for his intervention. He makes his point very well. With your guidance in mind, Mr Speaker, I put the House on notice that I do not intend to take any further interventions—I shall crack on.

The franchising model is based on ever-growing passenger numbers. Indeed, other franchise agreements have been agreed with similarly optimistic assumptions about growing passenger numbers and fares revenue. Even in times of growing usage, franchises have proven to be unsustainable, yet we are now seeing a period of falling passenger numbers. In the last two quarters, rail passenger usage fell by 0.4% and 0.9%, driven by respective 8.1% and 9.4% falls in season-ticket journeys. That is a result of above-inflation fare rises; people who have seen fares rise at three times the rate of wages since 2010 are opting for cheaper modes of transport. Passengers are being priced off the railway. This declining usage threatens the integrity and financial sustainability of the railway and the franchising system itself, as other operators find themselves in similar trouble to Virgin-Stagecoach on the east coast.

What, then, is the Secretary of State’s solution? Will he abandon above-inflation fare rises, as Labour has pledged to do, so that passengers can afford to travel by rail and patronage can be boosted? If not, how does he plan to handle problems with franchises down the line? Will he do as he has done with the east coast and allow companies to walk away from their contracts, thereby forfeiting billions of pounds in premium payments owed to the Treasury, before handing services over to other companies that will agree to pay less back to the taxpayer?

The new west coast partnership franchise has a £20 million parent company guarantee. This contrasts with the £200 million guaranteed by Stagecoach on the east coast. Less risk for the private sector means more risk for the public purse. Both options would allow private operators to renege on their contracts, at a cost of billions of pounds, and makes a mockery of rail franchising by telling private operators that the state will intervene if they are in trouble, removing risk and incentivising reckless bids. It would be a case of profits being privatised and losses socialised.

The Public Accounts Committee and the Transport Committee have published reports that are scathing of both the Secretary of State’s handling of franchises and the franchising system more generally, which is clearly failing on its own terms. The Secretary of State is attempting to prop up the franchising model for ideological reasons. Since 2010, there have been more direct awards—companies being gifted services without having to bid—than successful franchising competitions, meaning that the system resembles state-sponsored monopolies rather than a market where franchisees make bids they are expected to honour.

I have yet to hear the Secretary of State articulate a solution to these fundamental flaws in rail franchising. So far, he has only proposed to tinker around the edges. The strategic vision for rail announced last November will be a future case study for media students on Government presentational double-speak. Amid reversing the Beeching cuts and announcing the invitation to tender for the next south-eastern franchise, there were two sentences on how the east coast franchise had failed. The strategic vision embodies his approach to his ministerial brief and to announcements in this House: smoke, mirrors, ambiguities, jargon, technicalities, empty aspirations and discourtesy.

[Lilian Greenwood (Nottingham South) (Lab)]

Can my hon. Friend offer any insight into the Secretary of State’s long-term vision for rail franchising? Did he hear the evidence to the Transport Committee on Monday on the proposed east coast partnership, when Iryna Terlecky, a rail professional with decades of experience, told us that she had

“no idea how it might work”?

She added:

“If I was doing this kind of partnership, I would not do it on the east coast”

because it was

“completely counter-intuitive”.

Can he understand why the Secretary of State is going down this path?

--- Later in debate ---

[Grahame Morris (Easington) (Lab)]

rose—

[Lilian Greenwood]

rose—

[Chris Grayling]

I will give way first to the hon. Member for Easington (Grahame Morris) and later to the Chairman of the Transport Committee.

--- Later in debate ---

[Chris Grayling]

My hon. Friend is right. It is all very well Labour Members posturing, but we do have to operate within the law of the land, which is a fact that they sometimes miss.

[Lilian Greenwood]

rose—

[Julian Knight (Solihull) (Con)]

rose—

[Chris Grayling]

I will take two more brief interventions, but then I must make some progress.

[Lilian Greenwood]

I want to deal with the loss of premium payments. According to the Secretary of State’s own “Short-term Intercity East Coast train operator 2018 options report”,

“the business revenues are estimated to reach around £2bn over the period of interim operation and the forecast income or premium for taxpayers is estimated at around a quarter of a billion pounds.”

That is about £420 million less than had been anticipated under the VTEC contract. Who will fund that black hole in the Government’s finances? Will it be taxpayers or will it be passengers? Will the Secretary of State have to cut other departmental budget lines, or has the Chancellor agreed to bail him out?

[Chris Grayling]

I am grateful to the hon. Lady for confirming that the talk of a £2 billion bail-out that we keep hearing from Labour is absolute nonsense. The reality is that we will drive this business as hard as we can to keep the revenues as high as we can. But if this railway were going to deliver as much money as was forecast, none of this would have happened in the first place.

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[Stephen Hammond (Wimbledon) (Con)]

It is a great honour to speak in this debate, and I am looking forward to making a short contribution—certainly no longer than six minutes. It is a pleasure to follow the hon. Member for Kilmarnock and Loudoun (Alan Brown). I note that he chastised Government Members for saying that the explanation was simple, but it appears that he does not understand the difference between revenue projections and debt, which is fundamental here. At its heart, the motion seems to be about the east coast main line, how it was franchised, how it is now operating, the solution and also the future of the railways. The divide between the two sides of the House is clear: the Opposition believe that everything should be nationalised, and the Government believe that a public-private partnership will work for the benefit of passengers.

I listened to the opening remarks of the shadow Secretary of State, and I understand his frustration, but surely he appreciates a Secretary of State who comes to the House to announce changes, rather than one who, as happened in the case of National Express, made an announcement on the radio at 7.30 am. When this Government had less talent available to them and I was a Minister, I met a number of people from the rail industry and I can say that to think that the railways are not run by professionals is an insult to the many who work on them. They will have been disappointed to hear the shadow Secretary of State say that today.

This is about rail franchising, the principles on which it is based, and then whether the Secretary of State has followed those principles. After the problems with the franchising of the west coast main line, the Brown review set out the principles for franchising and re-franchising. The principles contain clear guidance on the capital that must be put up by franchisees, on the risks and on the Secretary of State’s duties—duties that this Transport Secretary has surely followed. It is his job to ensure that passenger services are not disrupted and that there is a smooth transition if a franchise is failing. By getting the operator of last resort involved last autumn, services were preserved, and the reality on the east coast main line is that more trains are being run, more money will be generated for the taxpayer and more people are being employed. In addition, the most recent passenger satisfaction survey shows that 92% are satisfied with the privatised railway.

[Lilian Greenwood]

rose—

[Stephen Hammond]

I will happily give way to the Chair of the Transport Committee.

[Lilian Greenwood]

I want to pick up on the hon. Gentleman’s point about the Brown review. One of its recommendations was that franchisees should be responsible only for the risks that they can manage, but that was not implemented. Does he agree that the failure to do so was one reason why this franchise has gone wrong?

--- Later in debate ---

[Joseph Johnson]

We are of course dealing with the challenges of managing a busy, successful and growing network. The hon. Lady will acknowledge that we have just introduced one of the biggest—if not the biggest—timetable changes in the history of the railways to reflect the surge in demand for rail services. We recognise that there are problems, of course, and we are focusing on them so that we minimise disruption, but we should acknowledge that we are dealing with the challenges of success, rather than failure.

Let us not forget about freight either—it is one of the great success stories of privatisation. The private rail freight operators that took over from British Rail in the 1990s brought a new spirit of commercial enterprise and customer focus, and an innovative approach, to operations. That transformed a sector that had been in steady decline into one that, over 20 years, has doubled its share of the land-based freight market.

Privatisation has driven innovation, new private investment and customer service excellence, drawing in more than £4 billion of private investment in our railways since 2010 to deliver faster, more convenient and more comfortable journeys. Thanks to private investment, 7,000 new carriages are to be introduced on the rail network between now and 2021.

[Lilian Greenwood]

By talking about freight, the Minister is avoiding the main subject of the debate. He will know, however, that the rail freight sector is in some difficulty following the loss of important business.

Virgin Trains has identified one reason for its underperformance as people switching from rail to road due to rising rail fares and falling petrol prices. Given the Government’s supposed commitment to tackling air quality and climate change and to a modal shift from road to rail, why did he not anticipate that and do something about it?

[Joseph Johnson]

The hon. Lady mentions climate change, which is of course relevant to freight, as one reason for the freight sector’s difficulties in recent years has been the withdrawal of coal from use in power stations and the declining coal tonnage in freight. And, of course, the Government are committed to our climate change targets, and we are on track with our various carbon budgets.

I will turn now to the main subject of the debate: last week’s decision on the east coast. Our decision ensures that the taxpayer will recover all the money possible under the terms of the contract, and Virgin and Stagecoach have lost nearly £200 million in the process.

Throughout all this we need to remember that, fundamentally, the Intercity East Coast rail operation, as a train service business, continues to be a successful enterprise that returns good value to taxpayers now and will do so in the future. VTEC could not meet the agreed costs of its contract with the Department but, as an operating business, Intercity East Coast services are in good shape, and commercial revenues more than cover the direct costs of the train business. In fact, VTEC paid back more money to the taxpayer than when the line was in public sector ownership.

East Coast Main Line

Lilian Greenwood Excerpts

Wednesday 16th May 2018 Commons Chamber

[Chris Grayling]

I have every intention of continuing to meet the commitments to new services in the original VTEC document. The only complication that has arisen is around engineering works by Network Rail and when those take place, but there is no intention to withdraw any future service plans. Most will be able to start on time in 2019. A small number may be delayed beyond that, but that will be for reasons outside the control of the train operator.

[Lilian Greenwood (Nottingham South) (Lab)]

In November 2014, the then Secretary of State promised that the new franchise awarded to Virgin-Stagecoach would run for eight years and return £3.3 billion in premium payments to the taxpayer. He said:

“These figures are robust and have been subject to rigorous scrutiny, including by independent auditors.”—[Official Report, 27 November 2014; Vol. 588, c. 1080.]

The Secretary of State must take responsibility for this serious repeat failure. If Virgin-Stagecoach got its figures wrong, so did his Department, and he should apologise to passengers and taxpayers for that failure. The Transport Committee will be subjecting this failure to detailed scrutiny, but what does the decision today mean for other franchises that we know are struggling to meet their obligations?

[Chris Grayling]

There is no other franchise today in the same position. We are seeing some changed patterns of ridership on the railways. For example, people are choosing to travel to work three or four days a week and work from home one day a week, and we are doing careful work on what that means for the future. As I said, my hon. Friend the rail Minister is working on that very issue and any implications for the future of franchising. The reality, as I keep saying, is that this railway has continued to deliver a higher contribution to the taxpayer and a higher level of customer satisfaction than it did prior to 2014.

Community Transport

Lilian Greenwood Excerpts

Thursday 10th May 2018 Westminster Hall

[Lilian Greenwood (Nottingham South) (Lab)]

I beg to move,

That this House has considered the First Report of the Transport Committee, Community Transport and the Department for Transport’s proposed consultation, HC 480, and the Government response, HC 832.

It is a great pleasure to serve under your chairmanship, Mr Davies. I thank the other members of the Transport Committee for their work on this inquiry. I am pleased to see that my hon. Friends the Members for Cambridge (Daniel Zeichner), for Easington (Grahame Morris) and for Plymouth, Sutton and Devonport (Luke Pollard), and many hon. Members from across the House, are present to debate our report.

The Transport Committee often scrutinises multibillion-pound investment in roads and railways—high-profile mega-infrastructure projects. Community transport rarely comes under the spotlight, yet it encapsulates what local transport is for: connecting people with their communities. It is vital to many thousands of users, who are often the most vulnerable in society, and it provides them with reliable, high-quality and, above all, friendly and caring local transport services.

[Nick Thomas-Symonds (Torfaen) (Lab)]

On that point, in my constituency I have a provider called Torfaen Community Transport, which is exactly as my hon. Friend says. Does she agree that, with rules and regulations, it is important to recognise the special status of community transport and the excellent services it provides?

[Lilian Greenwood]

My hon. Friend is exactly right, and I suspect I will hear from many more hon. Members who want to talk about their local providers.

On reading through the many comments on the Committee’s online forum from community transport groups, drivers, users young and old, their families and even a tea shop and bed and breakfast in the Yorkshire Dales, it is clear just how important those services are to people’s daily lives. It is noticeable how many people referred to them as a lifeline. I recommend that everyone looks at #WithoutCT on Twitter to see the range of socially valuable activities that would simply not be possible for some without a local community transport operator.

[Neil Parish (Tiverton and Honiton) (Con)]

I thank the hon. Lady for the report and for what the Transport Committee is doing on it. Community transport is important, especially in more rural areas, and especially to enable our elderly to get to hospitals all over the place. We have to try to provide some direct help with fuel costs or insurance—something that will keep those community groups going. They often cannot afford to run commercially, but they can do such a good job with some support. They do so all across my constituency, as I am sure they do across hers.

[Lilian Greenwood]

The hon. Gentleman is right that those services are invaluable. It might be a regular trip to the shops, a lift to a social or sports club, or a visit to the doctor or hospital, as he just said. It could even be something that we would all strongly advocate: a lift to the polling station on election day.

Community transport encompasses a broad range of services, whether that is lift-giving by volunteer car drivers, dial-a-ride minibuses for people with disabilities or other mobility problems, or community bus routes that would not otherwise exist because they are not commercially viable. I have seen the importance of Nottingham community transport in my area, and I am sure that we all have wonderful examples that showcase how local community transport operators serve our constituencies. That is why we support and highly value community transport, and why we want and need more of it, not less. We must not take it for granted.

A vibrant, not-for-profit community-based system is becoming increasingly important to complement existing commercial bus and taxi services, and to plug gaps in provision that are growing in many places because of pressure on local authority budgets. Last summer, however, the community transport sector faced an existential crisis. The Department proposed an about-turn in relation to not-for-profit operator licensing arrangements that could have serious, perhaps catastrophic, implications. Grave concerns were expressed by the sector, and by hon. Members across the House, which is why the Transport Committee became involved. I am proud that it was the first issue we considered after I was elected as Chair.

We heard evidence from all sides, including from the commercial operators who claim that there is unfairness in the current system, from hundreds of community organisations that feel under threat, and from the public bodies whose job it is to oversee the licensing and regulation of both sectors: the Department for Transport, the Driver and Vehicle Standards Agency and traffic commissioners. Our report was published in December and the Government responded in February, alongside the launch of their consultation on proposed changes.

My anxiety is that despite the work of our Committee and others to expose the dangers of the Department’s approach, the Government have not yet started to listen fully or engage properly with those legitimate concerns. A potential crisis has not yet been averted.

[Andrew Percy (Brigg and Goole) (Con)]

I congratulate the hon. Lady on securing the debate. Following that consultation, the portfolio holder in the East Riding of Yorkshire Council said that little had changed from the Department for Transport’s proposal, which will have devastating consequences for the sector in the East Riding of Yorkshire. Community groups such as Goole GoFar and Age UK Lindsey rely on volunteer drivers. The truth is that the Government have simply not understood what the proposals will do to that sector. They should listen to councils such as the East Riding of Yorkshire that know how it works.

[Lilian Greenwood]

I agree with the hon. Gentleman, and I hope that during this important debate, we can begin to get the assurances we need from the Minister.

The UK has taken a unique approach to community transport by legislating for a relatively light-touch, affordable regime through the section 19 and section 22 permits of the Transport Act 1985. It is widely acknowledged, including by the Government, that the regime has provided an effective framework within which not-for-profit organisations can safely provide community-based local transport services. The Government have also very broadly accepted throughout that the long-established permit regime still achieves that. Furthermore, they accept that developments in the sector that have led to the current situation have been not only supported by official guidance, but explicitly encouraged by local and central Government for many years.

Not-for-profit community organisations have been encouraged to become more professional in outlook and, in the face of growing pressure on local authority budgets, to become more financially self-sufficient. Community organisations have responded to that call by quite properly and, I stress, in accordance with the official guidance, developing their operating models to deliver services via a mix of grant funding and local authority contracts.

[Daniel Zeichner (Cambridge) (Lab)]

Does my hon. Friend agree that the changing situation in local authorities—I have seen it in Cambridgeshire—whereby mainstream services have disappeared to be replaced by not just voluntary, but professional schemes, has led to those problems?

[Lilian Greenwood]

My hon. Friend is right. Many community organisations, some very successfully, have achieved greater self-sufficiency and sustainability by cross-subsidising what can be thought of as core community transport services with income from contracts for school and social care transport, for example.

And so to the bombshell of last summer. At the end of July, in what the Department seems to have hoped would be a relatively innocuous letter from a senior official to issuers of section 19 and section 22 permits, it set out a new approach, which was contrary to the official guidance that had been applied for decades but in line with a new interpretation of EU regulation 1071/2009, which has been in force since 2011. This is the crux of the matter: there is a potential misalignment of the relevant sections of the 1985 Act and its associated guidance and practice, and EU law.

The European regulation defines three derogations from the operator and driver licensing requirements on the mainstream commercial sector: where organisations are engaged in road passenger transport services exclusively for non-commercial purposes; where they have a main occupation other than that of road passenger transport operator; and where organisations have only a minor impact on the transport market because of the short distances involved. Member states can choose whether to apply the third derogation.

The Department’s letter noted the findings of a DVSA investigation into the licensing arrangements of an individual community operator in Erewash, Derbyshire—I see the hon. Member for Erewash (Maggie Throup) is present. Essentially, that investigation, which was conducted in response to a complaint from a commercial operator, found that as the operator in question held a number of competitively tendered local authority contracts, it could not be considered to be operating for non-commercial purposes.

[Maggie Throup (Erewash) (Con)]

Is the hon. Lady aware that to date this is the only case that has been brought forward in response to this letter issued by the DFT?

[Lilian Greenwood]

Yes, the hon. Lady is right—absolutely. For years, guidance and practice in the UK had considered “not-for-profit” and “non-commercial” to be interchangeable terms. The DVSA investigation and the DFT’s letter signalled a completely new interpretation. The consequence for the operator investigated by the DVSA was that it could no longer operate on the basis of community transport permits, because—according to the new interpretation—the derogations from full public service vehicle operator and passenger carrying vehicle driver licensing did not apply.

[Mr Kenneth Clarke (Rushcliffe) (Con)]

Did the Select Committee have any chance to access any legal advice on this rather startling interpretation of this regulation, which has been interpreted in totally different ways, as the hon. Lady said, for decades? Very little policy point seems to lie behind the changes that are being proposed, and I wonder whether we are somewhat pedantically accepting a rather eccentric legal opinion that is threatening very genuine voluntary services that are quite non-profit making in many parts of the country.

[Lilian Greenwood]

The right hon. and learned Gentleman makes a very important point, and I think that it is for the Minister to explain precisely why he has taken this specific legal approach to the interpretation of the regulation. I am sure that he will do so in his response to the debate.

The DVSA told Erewash Community Transport that it must

“take action to bring its operations into line with all applicable legal requirements”,

and that that applied to all its drivers and services, not just those provided under the terms of contestable contracts. The DFT’s letter confirmed that this interpretation was now to be universally applied, and not just applied to one operator, and that it was intended to make clear the broader implications for the community transport sector. The letter acknowledged that existing guidance

“may have provided an inaccurate indication”

of the rules for sections 19 and 22 permit use. Nevertheless, all operators in similar circumstances would

“now need to take action to bring their services into compliance with legal requirements.”

The letter asserted that additional licensing requirements were likely to apply mainly to large, transport-only organisations, and that many—perhaps the majority—of other smaller and community-based permit holders were likely to be unaffected. It said that the DFT intended to explain the implications more fully and to consult on its proposals in the autumn. The evidence to our inquiry, including evidence from hundreds of community transport organisations of various types and sizes, overwhelmingly suggested that that assumption was simply wrong.

Although the DFT’s letter may have been well-intentioned and designed to clarify and calm the situation, it achieved the opposite effect, by creating widespread confusion and panic. Mobility Matters, an urgently convened campaign group, told us that its survey evidence suggested that the new requirements were likely to be catastrophic for many community organisations, with 40% saying that they would be unable to carry on operating as a result of the additional costs.

There were many unanswered questions and the broad community transport sector was understandably confused about what action was required and by what date.

[Mr Bob Seely (Isle of Wight) (Con)]

I thank the hon. Lady for calling this debate. On the Isle of Wight, we have the excellent FYTbus service—the Freshwater, Yarmouth and Totland service. It is very successful and needs no further help. This heavy-handed and bizarre approach to regulation puts a question mark over the future of the FYTbus service, and I think that that is very unnecessary. Does she agree that we need to be encouraging voluntary drivers and the community sector, and not hitting them in this way?

[Lilian Greenwood]

That is precisely right and my Committee called on the Government not to use a sledgehammer to crack a nut.

After the DFT’s letter arrived, traffic commissioners and local authorities were also unclear about its immediate implications. We heard about traffic commissioners sitting on applications for new permits, because they were unsure what to do. We heard about local authorities holding off from agreeing new contracts and that some contracts with permit-holders had already been terminated. Concern was growing that vital and socially valuable services might already be being lost. Frankly, it all seemed to be a total mess and the sector felt in limbo.

The pressure from our inquiry, from the Community Transport Association and from campaign groups such as Mobility Matters perhaps hastened the DFT’s attempt to clarify the situation. On 9 November last year, it issued a letter to local authorities, making it clear that at that stage no contracts should be cancelled. On the face of it, that letter also seemed to offer some of the clarifications that were being sought. For example, it explained that services could be considered “non-commercial” where there was demonstrably no commercial market—that is, where a community organisation had stepped in to replace a failed commercial bus route, or where it was delivering a service for which no commercial operator had tendered. Essentially, it set out a potentially broader definition of “non-commercial” and seemed to address some of the more obviously perverse consequences of the initial statement. We therefore welcomed the clarifications as a starting point from which to find a more workable solution.

However, we also concluded that the fact that it had taken more than three months to produce that letter demonstrated the Department’s lack of understanding of the sector and the potential impacts of the July proposals. What we wanted, and what we recommended in our report, was for the Government to use their consultation to consider reforms designed not only to achieve compatibility with the EU regulation but to maintain achievement of the key public policy objective— the provision of high-quality, safe and secure community transport services for people who might otherwise be left isolated.

I was not reassured by the Government’s response to our report. It took precisely the legalistic position that we had warned against, and discounted almost all of our recommendations, which were intended to lessen the impacts of the proposals. It did not consider the interplay with commissioning bodies’ responsibilities under the Public Services (Social Value) Act 2012, despite indisputable evidence of the immense social benefits of community transport. In addition, it did not consider establishing any kind of hybrid category, whereby there would be more proportionate licensing requirements for the sector. It could not even set out an appropriate and clearly defined transition period for affected organisations and there was no commitment to offer tangible support to those required to make changes.

It concerns me greatly that the Department has offered no properly reasoned justification for its implacable stance. Given the importance of what is at stake, it is surely incumbent on the Government to explain their thinking. The comments that I am hearing about the consultation, which closed last week, are not encouraging either. The fundamental questions of whether the Government’s interpretation of the EU regulation is correct, whether their proposals will achieve what they set out to achieve and whether those proposals are proportionate and workable have not been adequately open to challenge. It amounts to a consultation in name only; the Government’s proposals are presented largely as a done deal.

Mobility Matters’ opinion, with which I have sympathy, is that the interpretation is arguably wrong. Mobility Matters asserts that the definition of “non-commercial purposes” should be applied to organisations and not only to the services that they provide. For example, it should take account of an organisation’s charitable status and the social value that it brings to its local community. Mobility Matters also points out that the issue at hand is about fairness in competition for contracts. If that is the case, logic would suggest that the issue should be dealt with in procurement guidance.

The Minister needs to demonstrate today that the Department has properly engaged with these arguments and properly considered alternative courses of action. However, the Department seems intent on pushing ahead with more stringent, more expensive licensing requirements, without knowing how many operators will be affected and how much this will cost them, or how many operators will be able to bear the strain. There is a real danger that the Government have massively underestimated the detrimental effects on the community transport sector. That is demonstrated by the initial impact assessment, which was published alongside the Government’s consultation paper and which, frankly, is woefully inadequate. First, it is dated “October 2016”, when we know, by the Department’s own admission, that as recently as last July it did not have a reliable picture of the size or shape of the community transport sector.

Secondly, in the absence of reliable data, the Department seems to have grossly underestimated the total net costs for affected operators, putting it at £69.5 million over 10 years. The Community Transport Association, the trade body set up to support community operators, with the assistance of the Department, puts the figure at nearly £400 million. The Department’s assessment did not monetise substantial costs, including the costs of tachographs, additional insurance, company registration for those needing corporate restructure, and funding required to prove financial standing for PSV operator licences.

The Department’s estimate was that 1,567 permit-holders would be affected by the operator or driver licensing requirements, which is 25% of permit-based operators. The CTA’s analysis is that 95% of permit-based operators will be affected, which is a total of 5,956 operators. Just today, I received the latest example of the wider impact. Keep Mobile is an operator with 14 paid drivers, three volunteer drivers and 12 minibuses providing services around Berkshire, primarily to vulnerable passengers. Last year, the Prime Minister visited to celebrate its 25th year of operation. However, as a result of the confusion created by the Department’s letters, a local authority contract was not renewed and Keep Mobile was forced to make four members of staff redundant and sell two of its vehicles. Now it fears it will have no alternative but to close down. These impacts are real and devastating.

With such a level of uncertainty about the effects of the proposed changes, it is surely incumbent on the Department to take stock, to reconsider or, at the very least, to proceed with extreme caution, and I hope the Minister will be able to assure us that that is the approach he is taking. The published impact assessment is no basis on which to proceed. Frankly, the Department has this back to front: it is announcing its policy without a clear view of the impact that it will have. When will a fuller, more robust impact assessment be published? Is he ready to rethink his plans in the light of that new data?

Will the Minister consider how we got to this point? The Transport Committee concluded that the Department failed to address valid concerns over many years. It acted too slowly. Perhaps now it feels it has painted itself into a legal corner, but why has that happened? As I understand it, complaints about the widely accepted permit system have emanated solely from Martin Allen and his small group of commercial operators, the Bus and Coach Association. The main trade body, the Confederation of Passenger Transport, seemed intensely relaxed about permit use in its evidence to our Committee. Why did the DFT allow the complaints of a small group of commercial operators to rumble on for years? If it had addressed these relatively localised complaints years ago, could we have avoided the current situation? Why could localised problems in relation to competition for local authority contracts not be dealt with through procurement guidance? Why the need for a new, blanket approach to operator and driver licensing when we all accept that the permit system has worked effectively for decades and very broadly still does?

Martin Allen and the BCA say they want an end to unfair competition, but is there not a very real danger that they will succeed in eliminating all competition from community transport operators? Has the Department for Transport and the European Commission effectively been bullied into proposals that could do immense harm to vital community services and achieve precisely the opposite of the regulations’ intention?

[Mr Seely]

The whole point about voluntary bus services, such as the FYTBus and others that we are here to defend, is that they take up the slack where there is no commercial option because the commercial bus operators will not provide services in those areas. That is the whole purpose and logic of having voluntary services.

[Lilian Greenwood]

The hon. Gentleman is right. In many places community transport operators are filling gaps. In other places, they are providing local authorities with an affordable option to continue providing services to their communities.

As we emphasised in our report, the community transport sector has acted in good faith, in accordance with official guidance and with the acquiescence and encouragement of local and central Government over many years. The Minister must confirm today that he will take full account of the views and concerns expressed during the consultation. He must be clear about the next steps and the timetable for change. I would like to hear him talk about transitional arrangements, financial support and other mitigations. We have heard precious little about them so far. It would be unjust if even one socially valuable community transport service was lost in these circumstances. I fear the ultimate outcome, if the Government pushes ahead regardless of the concerns, could be far worse.

[Philip Davies (in the Chair)]

I ask everyone who wants to speak to stand, so I can assess how many Members we have to squeeze in. To try to get everyone in, I will have to set a time limit to start with of three minutes.

--- Later in debate ---

[The Parliamentary Under-Secretary of State for Transport (Jesse Norman)]

You are an adornment to the Chair, Mr Davies, and it is a delight to see you there. I am very grateful to colleagues across the House for taking the time to take part in the debate. I recognise that the reason they do that is because of the strength of feeling of individuals across political parties on this vital sector. I am delighted to have the opportunity to respond to the questions that have been put and the Committee report that has been produced.

I will start by saying that far from it being the case that Government have not started to listen, as the hon. Member for Nottingham South (Lilian Greenwood) said, we have been very carefully listening all the way through this process. As Members were standing up, I found myself wondering how many of their specific organisations I had myself visited. They include Community Connexions in Cheltenham, the community transport business in the constituency of my hon. Friend the Member for Witney (Robert Courts) and Hackney Community Transport. My officials have visited other community transport organisations. That is because, as colleagues have said—it was put beautifully by the hon. Member for Easington (Grahame Morris) and by many other colleagues across the House—they are vital community organisations.

It was right to recognise, as several Members did, that the organisations in many ways are not entirely distinct but often highly different in their nature from purely commercial operators. That is because the services they offer are often incidental to the wider public good that they discharge and the wider social value that they add. I see this in Herefordshire: we have the city of Hereford but we also have rural lands. I acknowledge the value of community transport. That is why this Government and their predecessors have supported community transport organisations.

My right hon. Friend the Member for Derbyshire Dales (Sir Patrick McLoughlin) was right to highlight the fact that those organisations had been supported by the bus service operators grants—BSOG—and by the minibus grant scheme that we have in operation. Hundreds of organisations up and down the country have benefited from both schemes. We recognise the importance of the sector.

This consultation is, and was always designed to be, a consultation in the full sense. The Government do not have a formulated and final policy on this matter. My hon. Friend the Member for Cheltenham (Alex Chalk), who is a thoroughly distinguished lawyer in this area, pointed out—as others with legal practice experience have acknowledged—that the law in this area is a complex matter on which our understanding continues to evolve. Part of the purpose of the consultation is to understand how the law plays out in community transport organisations’ practice across the country.

[Lilian Greenwood]

I am very pleased that the Minister gave the assurance that he is listening and that he has been to visit operators. Will he explain what he intends to do in response? Will he consider alternative interpretations of that EU regulation? Is he prepared to think again in response to the results of that consultation, rather than the explanation that was given in the consultation, which seemed to take a very legalistic approach with no room for manoeuvre?

[Jesse Norman]

I will come to the full thrust of what the hon. Lady said later, but let me respond to that point. We will pursue the consultation process, reflect on the experience that comes out of that, publish a response to the consultation and take action based on that, which is exactly what Members would expect of the Government. We do not believe that we should proceed without listening to people or taking account of what they say.

This was a consultation in the full sense of the word. It was not just about listening to local community transport organisations and their wider representative organisations throughout the country, but about gathering evidence. As I think my right hon. Friend the Member for Derbyshire Dales mentioned, when he ran the Department the Government had relatively little information about this area and there was a certain lack of legal clarity. I only wish that I had his flexibility in that regard, but the point of the consultation has been to gather information as well as to take soundings from operators.

--- Later in debate ---

[Jesse Norman]

Well, I offered my hope, but I am happy for the hon. Gentleman to contradict me if he wishes. The point is that the regime remains light-touch and affordable. That is precisely why the consultation was necessary—to gather information and understanding. It is misguided to suggest that we are adopting a narrow and legalistic approach when in fact we are proceeding with extreme care and caution in the face of a complex situation. As I said, I very much encourage the hon. Lady to place on the public record any legal advice that she has commissioned or received.

[Lilian Greenwood]

Will the Minister give way on that point?

[Jesse Norman]

The hon. Lady will have a chance to respond in about three minutes, so she can defend her position later if she wishes. I should say that I absolutely respect the Committee, which did extremely well to call this debate. That is a very important aspect of its work—it is an extension from when I was on the Treasury Committee and the Culture, Media and Sport Committee. I also have great respect for the Committee’s report, as do my colleagues across the Department.

The question of whether there has been gold-plating here is a proper one. I am not persuaded that there has been. I say to my right hon. and learned Friend the Member for Rushcliffe, and others who think there may have been, that the consultation and the draft statutory instrument went through a process of discussion across Government, including at the Regulatory Policy Committee and other committees, the purpose of which is to prevent gold-plating and which reflects custom, practice and decisions made by many Ministers, and they passed that process. I do not believe there has been gold-plating, but we do not yet have a final, evolved position on this matter, so it would be a rush to judgment to take that view.

Let me close by saying that no one respects the importance of the community transport sector more than my officials and me. We have been up and down the country to talk to these organisations. My officials have covered every part of these British Isles and, indeed, the United Kingdom in an effort to understand the sector and to support it, as the Government have historically. I give that sector, which I respect so much, my reassurance that we will continue to do whatever we can to protect and support it, subject to the process of law, in the coming months.

[Lilian Greenwood]

I am pleased that the Minister recognises the strength of feeling about this issue among Members on both sides of the House who represent constituencies urban and rural across the UK. There cannot be many issues that unite the Father of the House, the leader of the Liberal Democrats, a Conservative former Secretary of State for Transport, three Select Committee Chairs, the Scottish National party and Labour spokespeople, and so many other learned hon. Members. We know the immense value of community transport. It meets unmet need, generates social value and provides a lifeline to people who may otherwise be cut off from friends, family, work, education, social activities and essential appointments by disability or geography.

The Minister must have misunderstood our report if he thinks we recommend a legalistic approach. We ask for exactly the opposite. In our report, we called on the Government to explore whether a more practical and pragmatic interpretation of the EU regulation is possible, and that has been added to today. If he is prepared to listen, think again and amend his proposals, he has an opportunity to avert disaster. I very much hope he takes it.

Motion lapsed (Standing Order No. 10(6)).

Rail Announcement

Lilian Greenwood Excerpts

Tuesday 27th March 2018 Commons Chamber

[Lilian Greenwood (Nottingham South) (Lab)]

There was not actually much new information in the Secretary of State’s statement, but it is clear that this invitation to tender is late, because it was expected in November last year. Will he explain the reason for the delay and its implications? Can he confirm that the award date is still November 2018, and that the new franchise will still start on 1 April 2019? Will he tell us whether the delay will have any wider impact on the Department’s rail franchise schedule?

[Chris Grayling]

We do not expect this to have a significant impact on the franchise schedule. As the hon. Lady knows, we have just put in place a direct award to tide us over because of the delay. Things might be slightly late, but we are broadly in line with our original timetabling plans. It is important to get these things right. Also, given that the franchising team has had quite a lot to deal with lately, it is important to ensure that they have the time to get the detail right. That is what we have been seeking to do.

Oral Answers to Questions

Lilian Greenwood Excerpts

Thursday 1st March 2018 Commons Chamber

[Jesse Norman]

As the hon. Gentleman will know, we are very closely involved in supporting nations around the world to raise road safety standards; he has been involved in that himself. With regard to a national body, we have looked at that. I am sure that he will take some comfort from the fact that only today we are laying regulations that allow driving instructors to undertake motorway driving with learners. That is part of a much wider pushback to improve driving quality and reduce fatalities.

[Lilian Greenwood (Nottingham South) (Lab)]

The previous Transport Committee’s June 2016 inquiry into all-lane running concluded that 8% non-compliance with red X signals was unacceptable. In their response, the Government agreed, promising to tackle it through a combination of education and enforcement. In January this year, the chief executive of Highways England wrote to me with an update, stating that

“we have reduced levels of non- compliance with red-x signals to 8%”.

How can it be acceptable for the Government to be continuing to roll out all-lane running when it appears to have made zero progress on reducing these dangerous driving offences?

[Jesse Norman]

As the hon. Lady will be aware, a study has been done on all-lane running showing that, if anything, it may be safer than the previous arrangements, and that is to be welcomed. We will be making an announcement on red X signals fairly imminently.

Oral Answers to Questions

Lilian Greenwood Excerpts

Thursday 18th January 2018 Commons Chamber

[Kerry McCarthy (Bristol East) (Lab)]

15. What estimate he has made of the number of journeys taken by bus in England in each of the last three years.

[Lilian Greenwood (Nottingham South) (Lab)]

16. What estimate he has made of the number of journeys taken by bus in England in each of the last three years.

[The Parliamentary Under-Secretary of State for Transport (Jesse Norman)]

The estimated number of passenger journeys made on local bus services in England in each of the past three years is as follows: 2014-15, 4.63 billion; 2015-16, 4.51 billion; and 2016-17, 4.44 billion.

--- Later in debate ---

[Jesse Norman]

It is not historically the job of Government to be intervening in the precise allocation of a company’s profitability. I note that there has been a substantial increase in journeys in Bristol, from 32.7 million to 39.9 million over the past three years. If the hon. Lady has some specific proposals, I will be happy to look at them.

[Lilian Greenwood]

Mr Speaker, I hope you will not mind if I take this opportunity to record my gratitude to both the emergency services and railway staff for their outstanding response to the fire at Nottingham railway station last week, ensuring that everyone was safely evacuated. Damage was minimised and services were restored very quickly.

Around a quarter of all concessionary passholders’ bus journeys are for medical appointments, yet many struggle with inaccessible and irregular bus services, and seven years of cuts to supported services have only exacerbated those problems. Research from Age UK has found that 1.5 million people over 65 found it very difficult, or difficult, to travel to hospital appointments, and stressful, complicated or expensive public transport journeys inevitably lead to missed or cancelled appointments. Has the Minister discussed that pressing problem with colleagues in the Department of Health and Social Care, and what does he plan to do to address it?

[Jesse Norman]

I thank the hon. Lady for her comments and I absolutely associate myself with her support for the emergency services in relation to the fire in Nottingham.

In many ways, the concessionary fare scheme has been a colossal success, as the hon. Lady will be aware. Something like 12 million people have concessionary permits in this country and they make enormous numbers of journeys every year, heavily supported by Government.

Rail Update

Lilian Greenwood Excerpts

Wednesday 29th November 2017 Commons Chamber

[Chris Grayling]

The real thing we have to achieve is to get through the rest of the Thameslink investment programme. In the coming months, we will also do some significant works on the Brighton main line, spending the £300 million I committed last year to doing the big parts of the project around Balcombe, for example. I would not wish us to destabilise things during that period, but once that is done we will need to get on with making the change.

[Lilian Greenwood (Nottingham South) (Lab)]

Alliancing and joint teams can improve dialogue between Network Rail and operators, but that is not a fundamentally different proposition from what has happened before and what is happening now on certain segments of the railway. The underlying factors that contribute to the misalignment between operators and Network Rail—namely, separate performance regimes and financial incentives—simply do not appear to have been addressed. Will the Secretary of State set out the specific steps he intends to take to tackle those fundamental structural shortcomings, so that we finally have a railway that drives co-ordinated performance, cost-reductions and improved reliability?

[Chris Grayling]

We are already, in the alliance areas and, indeed, elsewhere, moving to aligned performance incentives and aligned key performance indicators. That work is already happening on routes such as great western, where a route board and key performance indicators are being increasingly aligned, so that Network Rail has an incentive to look after passengers in a way that has not always been the case in the past. When it comes to a joint venture on the east coast main line, the KPIs will be the same, because there will be one team doing it. That is the benefit of having somebody in charge, a joint brand, joint planning of budgets and joint KPIs in the same team. That is what is different from the past.

Oral Answers to Questions

Lilian Greenwood Excerpts

Thursday 19th October 2017 Commons Chamber

[Chris Grayling]

I can give the hon. Lady that assurance. We believe it would benefit all the nations of Europe to continue the freedom of the aviation sector that we have seen over the past decade and more. That freedom particularly benefits regional economies and regional airports across the European Union, in this country and elsewhere. It would be foolish for anyone to try to stop that freedom.

[Lilian Greenwood (Nottingham South) (Lab)]

The nine freedoms of the air guaranteed under the European common aviation area have enabled the growth of low-cost air travel, with average leisure fares to Europe falling by a third since 1993. We have already seen easyJet hedge against a no-deal scenario, but what assessment has the Secretary of State made of the implications of the UK falling back on the Chicago convention? What would that mean for the future of UK airlines, UK airports and affordable flights for UK consumers?

[Chris Grayling]

The hon. Lady needs to remember that aviation regulation operates at a global level, at a pan-European level—in which there is an “open skies” agreement—and at a national bilateral level. I have worked carefully with the airlines and all those involved, and I am certain that not only will aviation continue post-2019 but that everyone wants aviation to continue post-2019.

The individual case of easyJet relates to the question of cabotage within the European Union, which is clearly a matter for debate. It will be a negotiation for the whole sector because, although we have successful airlines such as easyJet operating flights within the rest of the European Union, we also have a large number of continental hauliers doing business within the United Kingdom. It is to everyone’s benefit that such liberalisation continues.