Transport in the North-East

Martin Caton Excerpts

Wednesday 15th October 2014 Westminster Hall

[Several hon. Members]

rose—

[Martin Caton (in the Chair)]

Order. I intend to call the Front Benchers at 10.40 am, and four Members still wish to speak. You can do the arithmetic yourselves, but if everybody is going to get in, we are talking about less than five minutes each. I call Iain Wright.

--- Later in debate ---

[Mr Hayes]

This Chamber knows how I behave as a Minister, and my officials too are used to how I work.

The second point that has emerged from this debate is that, when serving well-being in the way that I have described, one needs to take a lateral, holistic approach. As the hon. Member for North Durham (Mr Jones) said, when people travel it is not easy to define boundaries. Different people travel to different places for different purposes at different times and by different means. For that reason, we have to consider transport in the round. We have to consider how bus travel interfaces with rail travel, and how investment in roads will affect other modes of transport. That is a challenge for any Government, because the shadow Minister is right that Governments tend to work in silos, and Departments do, too. I am the antithesis of a silo, as he knows, because I have a broad vision but a laser-like focus.

My laser-like focus is on the north-east, which I know well, although not as well as most people in this Chamber because I do not represent a north-east constituency. I regularly travel to the north-east using the A1. People who know me well will know that I am often in Northumberland, so I know the difficulties of getting to the north-east by road. One thinks of the A1 north of Newcastle, which has been mentioned in this debate and in previous debates. One thinks of the congestion around the west side of Newcastle. I was delighted to turn the first sod on the improvements we are making between Coalhouse and the junction to its north, which will not only allow local traffic to use the road but allow better throughput for those travelling further north. That scheme had been long called for.

I recognise that the connection between the north-east and the rest of the country is vital for economic purposes, as well as for well-being. I also recognise that that requires us to think carefully about the specific challenges in that part of the country. Members of Parliament for the north-east have made it clear that they see the particularity of their needs as being central to the concerns that I need to consider.

I am surprised that the shadow Minister has been untypically ungenerous about this, because that is not his normal style, but the Government can rightly claim to have taken a more strategic approach to road investment. As he knows, we have committed funding for a five-year period, rather than the stop-start funding that characterised the previous Administration. I am not generally one of those people who demonise earlier Governments, but one of the features of the previous Government was that they did not have as consistent a commitment to road investment as the current Government.

As the shadow Minister knows, and frankly the facts speak for themselves, we are making further investments. Some £24 billion will be invested in this Parliament and the next, comprising 54 new national road projects. Eighty per cent. of our roads will be resurfaced. There will be 750 extra lanes of smart motorways. As he knows, more than £17 billion will be invested in the next spending round, including £10.7 billion for major projects and £6 billion for maintenance and resurfacing.

The hon. Member for Houghton and Sunderland South made a spirited case for improving bus journeys. I do not want to get too involved in this familiar dispute, but the hon. Lady powerfully defended rural interests, echoing the sentiments of my hon. Friends the Members for Stockton South (James Wharton) and for Hexham (Guy Opperman), who are great champions of the interests of rural communities and fully understand that good transport enables such communities to access neighbouring places. There is clearly a major dispute in the Labour party, and it is not for me to comment on that, but as the hon. Lady knows, it is a matter for local determination. The Transport Act 2000 makes it clear that local authorities can make a decision in tune with local interests. It is not for me to get involved in such decisions. I assure her that I appreciate and understand the importance of bus travel, and I recognise that buses are vital for some of the people she described, who would otherwise be entirely isolated, and she has a long pedigree of saying so. Before coming to this debate, I checked her many contributions on this subject. Indeed, she spoke in this Chamber earlier this year about bus travel and its importance to her constituents. Although I will not get involved in that dispute, or indeed in that decision, the Government and I recognise the significance of bus travel. We will happily take further some of the suggestions that have been made in this debate about how we can further enhance what we do to support access to travel.

A number of hon. Members have talked about rail. I have mentioned that I regularly travel to the north-east, and I use the east coast main line. I get on the train in a rather more southerly place than many of the hon. Members in this Chamber, but I know the line well. People are concerned about the franchise, and I gather from what the hon. Member for Hartlepool (Mr Wright) and others have said that people are also concerned about the rolling stock. I will look at the rolling stock and whether it is part of the franchise, and I will respond to him on that specific point following today’s debate. He is right that detaching considerations about rolling stock from the broader considerations about the franchise would be an error.

We have also heard about Network Rail’s £530 million northern hub programme, the electrification of routes to the north-west, the north TransPennine line and other enhancements. All of that is evidence that the Government take the north of England, and travel to the north of England, very seriously. I entirely understand that it is a mistake to see such things in isolation, and my hon. Friend the Member for Stockton South, the hon. Member for North Durham and others have talked about taking a bigger view of transport. Of course every journey, by its nature, is local, but to see it in only those terms, without considering the whole of the north and the relationship between the north and the south, would be an error. We are also investing in stations. As the hon. Member for Newcastle upon Tyne Central (Chi Onwurah) knows, funding from Network Rail and the regional growth fund is supporting a scheme that has not only transformed Newcastle station, which is a magnificent station that I know well—

[Martin Caton (in the Chair)]

Order. I am sorry to interrupt, but we now need to move on to our next debate.

A120 (Colchester)

Martin Caton Excerpts

Tuesday 4th June 2013 Westminster Hall

[Mr Brooks Newmark (Braintree) (Con)]

I am listening to my hon. Friend with great interest, in particular as he discusses accidents that can happen. The focus of his interest is the eastern section of the A120, but, west of there and still on the A120, between Braintree and Marks Tey, there are two other accident points. One is at the turning of Bradwell village, where I live, where numerous accidents happen, and a bit further along at the junction between—

[Martin Caton (in the Chair)]

Order. The intervention is rather long.

[Mr Newmark]

Does my hon. Friend agree that more investment is needed on the A120 west of Colchester as well as east of it?

Coastguard Modernisation

Martin Caton Excerpts

Tuesday 22nd November 2011 Commons Chamber

[Mike Penning]

There is acceptance that the quality of Her Majesty’s coastguard is world-renowned. I was at the International Maritime Organisation’s assembly yesterday morning and the leader of the American coastguard was talking to me about that particular point. The proposals we have finished with today will allow us to have more money for full-time staff to train the volunteers, more equipment and a professional career and pay structure that we would all be happy with, rather than the structure we have today.

[Martin Caton (Gower) (Lab)]

Surely, the most perverse aspect of today’s statement is the proposed closure of Swansea. What justification do the Government give for this? They want to expand the DFT’s economic footprint in west Wales. What is the impact of that? Perhaps the Minister could explain why a so-called employment measure will take jobs away from an area of higher unemployment to protect them in an area of lower unemployment. And how on earth can he justify leaving the Bristol channel, which is one of the most dangerous waters around our country, without a 24-hour coastguard station?

[Mike Penning]

On the first of the two substantive points that the hon. Gentleman raises, the Department and the Secretary of State are responsible for in excess of 5,000 DFT staff in the Swansea area. The economic effect on the small number of staff at Milford Haven is disproportionately beneficial to them compared with what would be the case at Swansea. That is what we have said both in the statement and all the way through. On the second point, when I was at Swansea attending a meeting with the staff, the station was switched off and Milford Haven was covering the very dangerous areas to which the hon. Gentleman refers. If that had not been safe, I am sure the coastguard would not have turned the station off.

Swansea Coastguard

Martin Caton Excerpts

Monday 12th September 2011 Commons Chamber

[Martin Caton (Gower) (Lab)]

In April, together with five other south Wales MPs, I responded to the original coastguard reform consultation exercise, “Protecting our Seas and Shores in the 21st Century”. In that response we expressed our reservations about the whole approach being proposed and the absence of alternative options. We argued that the proposals were so seriously and dangerously flawed that they should be withdrawn to allow proper consideration of a new plan, built on the skills and expertise of our coastguard, that properly rewards them for their work and provides them with adequate equipment and systems to deliver a service fit for the 21st century. That remains my position. I believe strongly that, in Wales, Holyhead, Milford Haven and Swansea should all be kept open as 24-hour coastguard stations.

However, I will not use my time this evening to repeat arguments made in that consultation process and in earlier, more general debates about coastguard reform in this House. Instead, I want to concentrate on the case for the retention of Swansea maritime rescue co-ordination centre, which is based in Mumbles in my constituency. The Swansea centre is by far the busiest on the Welsh coast and, indeed, one of the busiest in the country, dealing with more incidents every year than Holyhead and Milford Haven put together. It is responsible for the whole coast from Carmarthen in west Wales to Gloucester in England and down the Bristol channel on the English side as far as the Cornish border. In doing so, it liaises with six police forces and a large number of other professional and voluntary emergency services. It has a range of expertise and a track record that is second to none. It also provides the base for the Maritime and Coastguard Agency’s regional business unit, which deals with accounts, surveys and so forth.

In the original consultation document on the reform plans, it was proposed to retain Swansea coastguard, albeit on a daylight hours basis, and close Milford Haven. Then, in July, the Secretary of State for Transport reversed that recommendation in his statement on coastguard modernisation. I do not know whether the Minister has any idea of the alarm and outrage that have been aroused in the Swansea area and spread around the south Wales coast and down the other side of the Bristol channel as a result of the statement.

[Nia Griffith (Llanelli) (Lab)]

Does my hon. Friend agree that, as the highest concentrations of incidents are on the Gower and north Devon coasts, it is positively perverse to consider closing Swansea, which is the busiest station with the more detailed knowledge of the greater area?

[Martin Caton]

I completely agree with my hon. Friend.

People who know the coast and the waters covered by the Swansea centre cannot believe that the Government are proposing that there should be no coastguard station anywhere on the Bristol channel. These people know how dangerous a place the channel can be. It has the second highest tidal range anywhere in the world, which is potentially a fantastic resource for power generation, but also a source of increased risk to people on the sea and the coast. They have seen the increase in shipping traffic in recent years and, even more so, the massive growth in coast and marine leisure activities in the area, which has put more and more demands on our coastguard, but demands that the Swansea station has always been able to respond to.

There is a massive campaign, centred in Swansea, but involving people around the Bristol channel. It is cross-party, involving Conservative, Liberal Democrat, Labour and Plaid Cymru supporters, and many more people of no political affiliation. A “Save Swansea Coastguard” petition has so far attracted more than 100,000 signatures, and I understand that the number of individual responses to the new consultation on the changed recommendation that call for Swansea to be saved will be at least in the hundreds. Today, that campaign brought its message to the House via the River Thames.

In a letter to me on 16 December 2010, the Minister wrote:

“On the basis of an evaluation of the existing sites and the facilities available at them, it is proposed that three of the proposed sub-centres be located at Falmouth, Humber and Swansea.”

This evaluation was on the basis of a location assessment document that provided the criteria for comparing the existing stations. We can only hope that this was a comprehensive piece of work, because it was the basis for deciding which network of centres could best deliver the service on which this country’s marine and coastal safety depends.

I was therefore surprised that the Secretary of State, in announcing the changed proposal, felt able to say:

“In the light of a further review of the potential costs of vacating the existing sites in Swansea and Milford Haven which has shown that there are no financial reasons to favour either location”,

and then go on to say,

“we should retain the coastguard centre at Milford Haven rather than the centre at Swansea.”

I think that that is wrong. The Swansea centre is a freehold building with a long-term ground lease, providing long-term security of tenure. There is virtually no rent. The Milford Haven site is rented at something like £25,000 a year.

Both the Secretary of State and the Minister for Shipping have also maintained that, from an operational point of view, Milford and Swansea are level pegging, but in fact Milford and Swansea have never been equivalent in operational capacity—if an objective judgment is made. One way to make one is to employ the very location impact assessment criteria used by the Maritime and Coastguard Agency to choose the best sites for the future coastguard network.

I am grateful to have received from the MCA a copy of the document setting out those criteria. When we study it, we find that it is very difficult, if not impossible, to believe that it was used at all in deciding between Swansea and Milford. One important factor that the MCA highlights is the need to make best use of the agency’s existing property portfolio. It states:

“This is particularly the case where there are other MCA functions currently co-located with an MRCC”.

Swansea shares its centre with the MCA regional business unit and a radio site.

Another criterion to be employed, according to the MCA, is population. It states:

“Sub-centres would most sensibly be located in areas with a reasonably large population and pool of job seekers to facilitate future recruitment”,

and that is significant when considering Milford and Swansea, because in recent years the agency has found it difficult to recruit in Pembrokeshire. In fact, of the past six coastguards appointed to Milford Haven, only two have been from Pembrokeshire; the rest came from other parts of Wales, including Swansea. In addition, the location impact document states that

“it makes sense to have the sub-centres evenly spread.”

Switching from Swansea to Milford, however, makes them less evenly spread.

Finally, the agency states that

“the broad co-location of a co-ordination centre with the volunteers of the coastguard rescue service, other search and rescue partners and local regional resilience fora is a factor in the overall assessment of preferred sub-centre locations”.

Again, Swansea is the better site—even more so because so many Swansea coastguards are also volunteer rescue officers.

So, using the MCA’s own location assessment document, we find that Swansea outscores Milford on just about every criterion. Swansea is by far the better location, but a sensible location assessment process should look at other factors: the quality of communication links by road, rail and air; the comparison of facilities and space at the centres; the comparison of broadband links at the centres; and hotel space availability in case of major incident. Again, Swansea proves the better option by a long way.

I hope that in responding the Minister will be able to tell me whether those MCA criteria, and the other factors that I have suggested, were used in deciding between Swansea and Milford. He should be able to do so, because we know that the decision was made by Ministers, not by the MCA.

[Geraint Davies (Swansea West) (Lab/Co-op)]

Is my hon. Friend aware of the considerable concern of Swansea’s inward investors, not just in tourism but in industries such as wind farms, shipping and ferries, about the risk of removing Swansea? Given the growth of those industries, the value of those investments completely dwarfs the cost savings that the Minister is trying to engineer.

[Martin Caton]

My hon. Friend makes a very valid point.

As I was saying, this was a ministerial decision. Sir Alan Massey, the chief executive of the agency, told us so when he came to Swansea. He said:

“Ministers have made this judgement based on employment and that's way above my pay grade!”

But that is not exactly what Ministers have done, is it? If Milford and Swansea had been exactly equal, and I believe I have demonstrated that they are clearly not, I suppose that it would have been reasonable to have taken into account comparative unemployment in the two catchment areas. If Ministers had done that, they would have established that unemployment in the Swansea area is worse than in the Milford area, but that is not what they did. Perversely, Ministers decided to look at how many Department for Transport jobs there are in each location.

[Mrs Siân C. James (Swansea East) (Lab)]

I am sure that my hon. Friend is aware of the suggestion that there might be too many Department for Transport jobs in Swansea. One implication in the Government’s proposal document was that there would be ample opportunity for coastguard employment in other areas, such as in the Driver and Vehicle Licensing Agency.

[Martin Caton]

My hon. Friend has a close association with the DVLA, and I know that she knows there is no overlap between its work and that of the coastguard.

So, the Government say that Milford Haven should have the coastguard. What nonsense. Any logical method of deciding the best sites for operational effectiveness appears to have been abandoned and replaced with that strange new criterion, which can only be described as arbitrary at best.

In responding, can the Minister please inform the House whether, when he and the Secretary of State decided to recommend closure of Swansea and retention of Milford Haven, they took into account the quality of road, rail and air communication; available population for recruitment purposes; the fact that Swansea is larger, more flexible, rent free and has a much better broadband link; the fact that the MCA regional business unit is co-located with the MRCC and a radio site in Swansea; and the fact that MRCC Milford Haven is close to a number of sites relating to COMAH—the Control of Major Accident Hazards Regulations 1999?

If the Minister’s answer to those questions is yes, that prompts the biggest question of all: in that case, how on earth could he and the Secretary of State have come to the recommendation that they did? I am sure that there will be much speculation about that in the weeks and months ahead, but I will not go down that road this evening. Rather, I appeal to the Minister to look at all these factors now and after the consultation period ends, take them all into account and give them their due weight. Maritime and coastal safety demands that we have the best network of maritime resource co-ordination centres that we can achieve, and logic demands that that includes Swansea.

--- Later in debate ---

[Mike Penning]

I thank the hon. Lady for that intervention. If she bears with me, I will address those concerns as part of my response to the hon. Member for Gower. More importantly, the concerns were addressed to me only on Tuesday when I was in Swansea, and I will come on to that.

As I was saying, we were determined to come out of the consultation having listened to the concerns of the public, Members of this House and, importantly, the coastguard. When I went around the country, the first station that I went to was Liverpool. Just as on Tuesday, there was a picket. I pay tribute to the picket that happened in Swansea when I was there. As it was described in the press, it was a silent picket. The people were unbelievably generous to me. When I went down to them after I had driven in to explain the process to them, they listened intently and thanked me for coming. That is the response that I have had all around the country.

[Martin Caton]

My feedback from the Minister’s visit has been very positive. People felt that he was really listening to them. He has just said that meaningful consultation is important. I hope that he will really listen to what the people told him in Swansea, to what I and my colleagues have said tonight and to the submissions that we will all make to the consultation.

[Mike Penning]

I thank the hon. Gentleman for that intervention. As I said to the local journalists, I would not have been there if I was not willing to listen. Having done the first consultation in the way that we did, I would not have gone through this part of the consultation, with the Secretary of State’s permission, if I was not willing to listen, because there would have been absolutely no point.

--- Later in debate ---

[Mike Penning]

I am not going to give way, because I have exactly five minutes left. I wanted that answer out, because I saw the hon. Lady’s smirk.

[Martin Caton]

rose—

[Mike Penning]

The smirk was not from the hon. Gentleman, and that accusation was not put to me at Swansea at any time when I was there. I was praised at Swansea—they said that all the way through, I had handled the matter in a non-party political way. That is the way I will continue to handle it.

[Martin Caton]

The Minister has spent most of his time speaking of the original consultation exercise. I have put many questions to him this evening, and as he says, he has only five minutes to respond. Can we get on to the latest consultation exercise and the points that I have made in this debate?

[Mike Penning]

rose—

--- Later in debate ---

[Mike Penning]

No, I am not going to give way. I have given way quite a bit.

[Martin Caton]

Had there been an emergency, Swansea would have taken it on because pairing does not work.

[Mike Penning]

No. From a sedentary position, the hon. Gentleman says that pairing does not work. He is wrong. It was not open. It was covered by Milford Haven—[Interruption.] It was covered by Milford. That is a fact. No one can argue with that. Had there been an emergency, Milford would have covered it, just as the pairs have covered for each other around the country. [Interruption.] He says, “No, no,” from a sedentary position. I understand his concerns. If I was in his position, I would probably be fighting the same way, but this has to be based on evidence, and the evidence is that these two stations co-ordinate more and work closer together than any other two in the country. That is why Swansea switched off on Tuesday, when I was there, and Milford took control.

Hon. Members have talked about the concerns of constituents around the county, but on that day Milford had control. That is a fact. No one can take that away. Whether or not there was a crisis—[Interruption.] Look, I am an ex-firefighter. If a control centre is open, it is open. If there are appliances, there are appliances. The cover on Tuesday was from Milford, as has been the case on many occasions. I will let the hon. Member for Gower know when that has happened previously.

[Martin Caton]

indicated dissent.

[Mike Penning]

I was there. I saw it. Sadly, he did not. The hon. Member for Swansea East (Mrs James) was there. She knows. It is a fact. [Interruption.] It is not rubbish—it is a fact. Sitting there and talking about an emergency service in such a way and just saying “Rubbish” is ludicrous. I know about this. I have visited all these people. Milford covered and does cover on a regular basis. The pairing system works. It is one of the reasons why even the Opposition Front-Bench team have looked at our proposals, which are a million times better than the proposals that they had. Instead of sitting there and saying silly things from a sedentary position, Members should have a proper debate. That is what I have tried to have all the way through. We should try not to be partisan; we should try to be honest about what is available now.

On Tuesday, as on many other occasions, Milford covered while we held the meetings. If Milford goes down, Swansea covers, and vice versa. We are looking at—

Coastguard Modernisation

Martin Caton Excerpts

Thursday 14th July 2011 Commons Chamber

[Mr Hammond]

What my right hon. Friend must take into account is that there will be a marine operations centre in the Portsmouth-Southampton area, with 96 staff operating 24/7. That will provide a great deal of back-up for all the operations in the country. At Humber there will be a loss of six full-time equivalent posts. The station, like all the other stations and sub-stations that are remaining open 24/7, will operate with a total of 23 staff and will work in networked tandem, 24/7, with the marine operations centre on the south coast.

[Martin Caton (Gower) (Lab)]

The Secretary of State has completely failed to justify his decision to close Swansea and keep Milford Haven open. That makes absolutely no sense, certainly in maritime and coastal safety terms; it may make sense in terms of narrow party political advantage. Swansea is better strategically placed than Milford Haven and deals with twice as many incidents. Swansea also has a history of liaising with different police services across south Wales and south-west England, while Milford Haven has only ever dealt with Dyfed Powys. The MCA’s original proposals recognised that if we had to get rid of one of the pair, Swansea was the one to retain. What is now proposed is a huge mistake. The consultation should not be about something that is settled; it should be a real consultation where we can make the case for Swansea.

[Mr Hammond]

As I said to my right hon. Friend the Member for East Yorkshire (Mr Knight) a few moments ago, I recognise that in the case of every pair there is likely to be some internecine warfare over which of them is to be selected. The hon. Gentleman says the original recommendation was to close Milford Haven and retain Swansea. That was based on an understanding within the agency then about onerous obligations in respect of the site and buildings at Swansea. It has subsequently become clear that they do not impose as great a financial cost as was first thought, and the view within the agency now is that there are no operational or financial considerations that dictate that the choice should be either Swansea or Milford Haven. The hon. Gentleman has completely failed to recognise that my Department already employs more than 5,000 full-time equivalent staff in and around Swansea. I am not sure whether we employ any staff in Milford Haven at present, but if we do the numbers will be very small. I believe that in these circumstances, and with no financial or operational drivers, the right decision is to distribute the employment opportunities as equitably as possible.