Arbroath and Forfar Driving Test Centres

Mike Weir Excerpts

Tuesday 18th January 2011 Westminster Hall

[Mr Mike Weir (Angus) (SNP)]

I am pleased to appear under your chairmanship, Mr Chope. I am also pleased to see the Minister here. I was a bit worried this morning when I saw the written statement that the Secretary of State for Transport issued on the closure of an office in Cardiff. It starts:

“The Driving Standards Agency (DSA) is responsible for setting standards and conducting theory and practical driving tests for motorists in England and Wales.”

I wondered whether the Government had devolved responsibility without telling us, but I am assured that that is not the case and that the Minister is still responsible for the Scottish centres.

A problem has arisen in my constituency. Last week, the Driving Standards Agency announced the closure of the driving test centres at Arbroath and Forfar. The decision has caused a huge amount of anger among those who are undergoing driving instruction, driving instructors and the general public. That anger stems not only from the effects of the closure on our local communities, but from how the closure was announced.

Actually, saying that it was announced is incorrect. What happened is that the Driving Standards Agency wrote to local driving instructors on 30 December, although many letters were not received until after the new year holiday. At the same time, the DSA sent me a letter with a copy of the first letter attached. The letter informed driving instructors about a wonderful new multi-purpose testing centre to be opened in Dundee in February. Halfway through, the letter casually stated:

“In line with the opening of this new centre and in keeping with the Agency’s Code of Practice I wish to notify you of the closure of the practical driving test centres in Arbroath and Forfar. Arbroath and Forfar test centres will cease to operate with effect from 18 March 2011.”

That was the first that any of us had heard of it. No prior notice was given, no consultation was held and, in effect, no public announcement was made; only a letter was sent to driving instructors.

The letter went on to say that those who had booked tests at Arbroath and Forfar centres would

“be contacted by the Agency to notify them of this change in location.”

It is not a change in location; it is the removal of a local facility without any notice or consultation. In effect, those seeking tests will have to sit them in Dundee.

Worse still, the DSA imperiously noted that it did not need to consult on the matter and that the closure would go ahead. That is a ridiculous, high-handed and objectionable way for any Government agency to behave. Surely those affected by such a decision should, at the very least, be consulted before an important local service is removed. The present Government say that they are committed to localism—in fact, the Localism Bill received its Second Reading yesterday—but the way in which they have proceeded is the antithesis of such a policy. Will the Minister get in touch with the DSA immediately and tell it that such a high-handed attitude is totally unacceptable and that it must consult before removing services from local communities?

In Angus, local petitions and a Facebook campaign are already showing the level of opposition to that move. The removal of the driving test centres would have serious implications for Angus. It would mean that only Montrose, which is a part-time testing station, would be left between Dundee and Aberdeen on the east cost of Scotland. All the driving centres in the area already have substantial waiting times, and I will address that point in a moment.

The Driving Standards Agency’s own charter for excellence gives a standard of six weeks’ waiting time for a driving test, but I am told by local instructors that, at present, the average waiting time in Arbroath, Forfar, Montrose and Dundee test centres is 10 to 12 weeks, while 14 is not unknown. I know that that is the case because my own daughter is learning to drive and, apart from the cost, she will have to wait for a driving test.

At the end of December, tests were being allocated for the end of March, which effectively means a three-month wait for a test. Closure of the Arbroath and Forfar stations will surely exacerbate that problem and lead to even longer waiting times. How does that comply with the agency’s own charter? I understand that the Government’s charter mark was removed from the agency in 2003 due to its inability to meet its obligations. It seems that, given the waiting times and the charter’s terms, it is moving towards the same situation.

The removal of the stations in Arbroath and Forfar would mean that those who have already booked tests for dates after the closure would have to re-book for a test in Dundee and would fall, presumably, to the end of the queue, putting their tests off for at least several weeks. They would also either face further lessons to learn the techniques of driving under very different city conditions on their test route, or take the test at a huge disadvantage; it might be different from what they expected.

The situation is even worse for future learner drivers in the Angus area. At present, a driving lesson in Angus costs in the region of £20 for an hour, which I can confirm because, as I have said, my daughter is learning to drive. The costs are already under pressure due to the escalating price of fuel, which now stands at £1.26 a litre in Brechin, where I live, and to increases in VAT, and they will undoubtedly rise further. Within the hour of a driving lesson, the learner can learn driving techniques that are normal in the area in which they would expect to take their test: Arbroath, Forfar or Montrose. If, however, they now face having to go to Dundee to take the test, they will, understandably, wish to learn to drive in the type of conditions in which they would be taking their tests, which means that they would have to learn to drive mostly in the city of Dundee. Therefore, if they took lessons from a local driving instructor, the driving time from Forfar or Arbroath to Dundee and back would take up the vast bulk of their one hour lesson, giving them very little time to learn within the city area.

The implications for those people are quite clear: they would have to take substantially more lessons, or to book two-hour lessons, which would substantially increase the cost of learning to drive. Few of the young people in my constituency who are learning to drive could afford to pay the £40 to £50 per week that would be required. Moreover, on the test days themselves, as well as paying the fee of £62 for the test, they would incur the costs of three hours’ hire of the instructor’s car and time. It is a substantial cost just to sit the test.

The implications for local driving instructors would be equally devastating. They are mostly small businesses; indeed, they are often one-person operations. They have to meet increasing costs, as I have mentioned, due to rising fuel prices and VAT, which already impact upon the costs of lessons. Clearly, they would wish to teach their pupils on the types of routes over which they would have to sit their tests, but is it really conceivable that their pupils would be prepared to pay almost double the price currently charged? Many pupils may take the bus to Dundee and receive their lessons from a Dundee instructor rather than a local one, thus devastating their businesses. What is the sense in closing local facilities and imperilling local small businesses? I thought that the Government’s policy was to encourage the creation of private sector jobs, but the ridiculous closure decision will have exactly the opposite effect. How on earth can this be justified? It seems to fly in the face of the much-vaunted localism agenda.

[David Mowat (Warrington South) (Con)]

The hon. Gentleman makes an extremely valuable point in relation to the impact on driving instructors whose centres are closed in that way, particularly in Forfar and Arbroath. When the driving test centre in Warrington was closed, there was a displacement of activity to driving instructors in St Helen’s, which had a test centre, and that has resulted in a number of Warrington-based driving instructors going out of business. A secondary impact is that the pass rates for Warrington-based students have declined, presumably because they were less likely to be able to practise in those areas in which they would ultimately take the test.

[Mr Weir]

I thank the hon. Gentleman, who has reiterated my point. There will also be real impacts upon the local community of Angus. Not only will the decision mean, as I have said, that there will be only one test centre between Dundee and Aberdeen—and that a part-time one—but, inevitably, there will be increased waiting times for tests for many constituents. The Minister will also be aware, however, that the type of driving that is suitable for cities—I think that this is the point that the hon. Member for Warrington South (David Mowat) was making—is different from the type of driving that is, or should, be practised on rural roads in areas such as Angus.

I noticed the Minister shaking his head at some of my earlier points on this issue. Although it is undoubtedly true that drivers should be able to deal with any road conditions and situations that they encounter, I am sure that he would agree that it is vital that those who learn to drive do so on the roads that they are most likely to use, especially in the early months of driving. I am seriously concerned that those who learn to drive on the congested city roads may find it a very different experience on country roads. I believe that to be a serious safety issue.

As I said, the Minister shook his head at some of my earlier remarks, but just before Christmas he accepted that argument, to some extent, in relation to motorcycle tests when he announced that they would take place mostly on local roads, not in specialist centres, in order to deal with the ridiculous situation where motorcyclists in rural areas often had to travel large distances to a test centre. However, the letter that I received from the DSA states that the test facilities in Perth for motorcyclists are also being withdrawn and that they will have to travel to Dundee for the tests. It appears that motorcyclists from highland Perthshire, for example, will have to go to either Dundee or Inverness, which is a long journey either way, for a test. Surely that action goes against the Minister’s own announced policy a month ago.

The DSA’s actions are even more inexplicable when we look at the pass rates from the various test centres. The hon. Member for Warrington South referred to that point in relation to his own area. In 2010, Arbroath had a pass rate of 61.1% and Forfar 57.2%, while Dundee had a pass rate of only 47.3%. They all administer the same test, so it seems that the driving instructors and examiners in those areas are doing something right, yet they are being rewarded by the daft decision to close the centres.

In its own publicity, the DSA says that it aims to make appointments available within nine weeks, although it gives itself an out by limiting that to 90% of test centres. I submit that that will, in any event, be almost impossible if this centralising proposal goes ahead. The promise under the DSA’s “Customer Service Excellence” section to

“make a tangible difference to public service users by encouraging provider organisations to focus on customers’ individual needs and preferences”

will raise a hollow laugh around Angus as our facilities are stripped away. What customers want is a local facility that meets local needs.

It is also interesting to note that the agency promotes an eco-safe driving scheme. It states that

“the objectives of this scheme also support the Department for Transport’s targets to improve road safety and the environmental performance of transport.”

How will it be more eco-efficient to have learners and instructors travelling from all over Angus to take lessons and tests in Dundee? Surely the effect will be an increase in carbon emissions.

Since I secured the debate, I have received representations from many areas of the United Kingdom where similar situations have developed. I understand that some 22 test centres have closed over the past two years and accept that the problem predates the Government. However, the Minister is in post when the Government are trying to close the test centre in my constituency and many others throughout the UK. The Driving Standards Agency seems to have a deliberate policy of closing smaller test centres in favour of large multi-purpose test centres. For all the reasons I have noted, that is a misguided and dangerous proposal for learners, instructors and local communities.

I urge the Minister to undertake an urgent review of the policy and immediately to tell the Driving Standards Agency to halt the proposed closures at Arbroath and Forfar. At the very least, they should ensure that there is a public consultation before any decisions are made. That is the least the general public should expect when an important local facility is under threat. Such a facility would not be removed by central diktat in any other area without a public announcement or consultation with not only the community, but those directly affected by the proposal. This is a totally inappropriate way for any Government agency to proceed.

[The Parliamentary Under-Secretary of State for Transport (Mike Penning)]

I reiterate the earlier comments I made when you took the Chair, Mr Chope: it is a pleasure to serve under your chairmanship. I congratulate the hon. Member for Angus (Mr Weir). He is doing exactly what I would do if I were a Back Bencher—standing up for his community.

Let us agree on some things from the start. If the waiting list is 10 to 12 weeks—I take the hon. Gentleman’s word that that is the case—the centres will not close until they are within the guidelines, which is six weeks. Pre-bookings are an issue. People can pre-book in bulk, which causes a problem. The hon. Gentleman said that there were bookings into March. There will be pre-bookings in cases when instructors can predict that their pupils are likely to be able to take the test at that time. That is why there are pre-bookings. It happens around the country—it happened when my daughter was doing her test just 18 months ago.

There is an issue relating to consultation. However, I must say that I have inherited the Driving Standards Agency code of practice that his Government put into place.

[Mr Weir]

Will the Minister give way?

[Mike Penning]

No. I sat and listened, so the hon. Gentleman can listen to me for a few minutes longer and then he can intervene. Let me make my point first. I inherited the current situation. As a result of the distance travelled, the code of practice brought in by the previous Government states that there does not have to be a consultation. I am looking at that issue because I do not think it is acceptable. I am eight months into the job and I have a very large portfolio. I accept that there are issues, but I inherited this situation and I will look at it and see if we can change it. I am happy to do so as long as the hon. Gentleman accepts that his Government were the problem and were closing driving test centres long before I was appointed to my post.

[Mr Weir]

I do not accept that. I was not a supporter of the previous Government just as I am not a supporter of this Government. I represent the Scottish National party. I accept the Minister’s point that he did not introduce the code of practice, but the code of practice exists and he is the Minister. He says he is looking at it, but will he suspend closures until he considers the matter in more detail?

[Mike Penning]

I humbly apologise to the hon. Gentleman. It was wrong and improper of me to assume that he was a member of the previous Government. It is probably because there has been a coalition in Scotland over the years since I have been in politics. I completely and humbly apologise; it was an insult.

[Mr Weir]

It was a great insult.

[Mike Penning]

I have been insulted many times over the years. I am sure we can solve the problem over a pint of beer.

I am not going to do as the hon. Gentleman suggests because I want the Driving Standards Agency to make progress. I shall touch on several points, including those made by my hon. Friend the Member for Warrington South (David Mowat), regarding how we should be dealing with the matter. The issue has nothing to do with bricks and mortar and buildings; it is about the quality of service, the test and the people who are taking the test. I shall work backwards through the issues.

Long before I took over this portfolio, one of the biggest things that worried me as a father and that worries me now as a Minister is that people are being taught to pass a test, rather than how to drive and be safe on the road for themselves and other road users. My daughter is going through the process at the moment—as is the daughter of the hon. Member for Angus—which is difficult and strenuous. I intend to make it more difficult, not because I am picking on young people, or on anyone who is taking their test, but because if we consider the statistics on 17 to 25-year-old people who pass their test—predominantly boys—they are a huge risk to themselves, other road users and their passengers.

A frightening statistic shows that the riskiest thing a lady aged 17 to 25 can do is to sit in the passenger seat of a car with a 17 to 25-year-old boy of any description, whether he is related to the lady or not. That is a frightening thing. The system is not working, so we must look at what the test involves. For someone to say, “That test centre has a better pass rate than that one so it should stay open,” is really looking at things from the wrong end of the telescope. We have recently changed the driving test to give young drivers in particular—and other drivers—the skills that they need when they leave the test centre and they are sitting in a car on their own with no one telling them which way to go, and they have not driven the route 100 times with their instructor.

[Mr Weir]

I do not disagree to a large extent with what the Minister is saying. I agree that there is sometimes a serious problem with young drivers. I accept that a 10-minute independent drive is now part of the test, but does he not accept that if someone learns to drive in a congested city area and they are faced with the country roads of somewhere such as Angus or perhaps his own constituency, they experience very different driving conditions that are perhaps not the appropriate driving conditions? It would be better if they understood the conditions in which they will be driving, at least in the early months of their driving.

[Mike Penning]

When someone passes their test, there is no restriction at all on where they can drive in the country. Someone can pass their test in Angus, drive to the nearest dual carriageway on their own and go down the motorway. I am also seriously considering how we can give the relevant skills to young drivers who have never driven on a motorway in their life, whether or not someone is sat next to them. At the moment, they can pass their test and go straight on the motorway. We must work on dealing with that.

I am surprised that the hon. Gentleman has not looked at the changes that have recently been made to the driving test. We have dealt with the problem of someone going to an area because they know it. We are not publishing the routes that people take for their test, and instructors will not know what the examiners are going to do. However, I agree that people have to understand how to drive on rural roads, which we have in parts of my constituency as well as in that of the hon. Gentleman, and in urban areas. We must have a situation in which we increase the skill base. I have listened to the instructors in certain areas and they have said, “This will have a detrimental effect because we will have to teach them to go there.” That is based on old knowledge and on the fact that we used to publish the routes that examiners would take. We are no longer going to do that. They will not know the routes. People will not only have to be able to drive for 10 minutes without being guided, which is what happens when people have passed their test, but they will not know the routes. The instructors do not know the routes; things will not happen that way.

This a short debate, so let us touch on the important points raised by the hon. Gentleman because I find some of them very worrying, especially his analogy. The reason I changed the motorcycle test is because someone could drive for up to two hours to a test centre and be taken off-road to a piece of tarmac that the Government own to do an off-road test. They could fail the test, yet be allowed to drive two hours back, or whatever the distance is. The test was not fit for purpose, which is why I have reviewed it. The whole test will be on the road, not off-road, and will be done in one go, unlike the present on-road and off-road arrangement. That will give motorcyclists the skills that will enable them to make progress, about which I have been talking in relation to car drivers. The analogy is not there.

As I have said, what is important—I will consider this matter—is that if the waiting list is as great as the hon. Gentleman says and it is blocked, these centres will not close until the capacity can be taken up in Dundee. I give that commitment today. We have to be in that situation. However, I will consider the matter of block bookings by driving instructors who pre-book extensively and block up areas, so that there are no bookings available for other people.

In the short period of time we have for the debate, let us look, if we can, at what the test should be for and see if we can go forward fixated not with buildings, but with service to the community and the people who want to take their test.

[Mike Penning]

My hon. Friend is absolutely right. The Select Committee, under the previous Administration, had real concerns about how the motorcycle test was fundamentally changed. It felt that the Government had misinterpreted guidance on kilometres—in English, motorcyclists had to do just under 31 miles an hour. I agree, fundamentally, with the Select Committee, which is why we have broken away from that. We have a pilot at the moment and we have worked with the industry—the testers, the unions and everybody out there—to get a test that I hope is closer to fit for purpose.

There is a fundamental difference, I am afraid, regarding the motorcycle test centres. A plethora of them appeared all over the country. The big problem was finding suitable off-road facilities for part one of the test. I looked at that, and the review looked at it. It was farcical that we spent millions and millions of pounds building pieces of tarmac that, in the near future, we will have to sell off because we do not need them any more.

The key issue and the most important thing, to return to what I was saying, is not the building, the instructors, Members of Parliament or Ministers, but the people who take their test. The test has to be fit for purpose. I am not at all worried about a drop in pass rates, because that would tell me something. For example, quite a few people think that their instructor is a qualified driving instructor—very often, they are not. That is something we need to look at to ensure that the public know exactly who is qualified and who is not. We need to ensure that the test is fit for purpose, and we are doing a lot of work on that.

The next stage is to ask why people who want to take their test have to go to the instructor. Why can the instructor not come to them? The two test centres mentioned earlier, in Forfar and Arbroath, are open two days a week. Why is there not a facility, whatever the demand is, for a tester to go people’s community two days a week? Why are we fixated with a Soviet system that means that people have to come to Government so that we can give them a piece of paper that says they can drive? That, to me, is the way forward. Other countries around the world have looked at that and do not have test centres that are physically big. There are test centres where instructors are based, and they then go out into the community. That would alleviate many of the concerns that the hon. Member for Angus has raised today—how far people have to go, the cost to the community, the risk to instructors and so on. Some of that fear is unfounded and I have touched on why, especially given the developments in the test, but I am more than willing to look at whether it is right, in the 21st century, that if someone wants a piece of paper or card that says that the Government say they can drive a car, motorcycle or a lorry, they have to go into a Government building in Dundee, or wherever it happens to be—in my case, in St Albans.

It is fit and proper to look closely at how the DSA works. I accept some of the criticisms. I have already said that I will look carefully at how the consultation process works. I would like to have been told. I apologise to the hon. Member for Angus for not sending him a letter, because I write to everybody when there are closures and I do not know how that one slipped through the net. I also apologise on behalf of the DSA and the Department, because I am absolutely paranoid about writing to MPs when something happens in their constituency. I think that it is very important that MPs are informed. I will look at the guidance on how the code of practice works. It is not difficult to consult on these things; it is difficult to know how far to go, but it is important that we do so. We must not, I stress, be fixated with buildings. Buildings deliver a service that could be delivered in other ways.

[Mr Weir]

It is not a fixation about buildings; it is a fixation about the service being available in the community. If the Minister can tell me I am wrong I would be delighted to have further details, but what appears to be happening is that the service has been removed from the local community. People will still have to go to a building. That building will not be in Arbroath and Forfar, however, it will be in Dundee, and that will be severely detrimental to the community.

[Mike Penning]

The hon. Gentleman is right. Under the proposals, that is what will happen. There is not full-time demand in his constituency, so we have a building sitting empty for three days of the week. That is a fact, and I cannot afford to do that in the present situation. Going forward—I stress going forward—the proposals will be developed. It will take time; they will have to be piloted and pushed forward in consultation with the whole of the industry, whether testers or instructors, and relevant MPs, to ensure that there is proper debate.

It must be right that we offer services to the community. That is what this is about. It is not about the buildings, as the hon. Gentleman said, it is about service to the community. At the moment, in his constituency, the service is being taken up on two days a week. That is what I am told. If I am wrong, people should write to me and tell me. The demand may be there, but the centres are not operating for more than two days a week. That is where we are.

Given the cost and the really difficult fiscal situation that we are in, which is the same in Scotland as it is in Wales, Northern Ireland and England, we have to ensure that all assets are being sweated as much as they can be. I will look carefully at the consultation. I will look carefully at the amount of waiting times, but I think I will find a lot of block bookings from the instructors the hon. Gentleman mentioned earlier. If it is a problem of block bookings, we will have to address it. However, if the waiting time is more than six weeks—more than the code of conduct says—they will not close until it is inside six weeks. That is a commitment I give today. What we all want, for all our constituents, is for the test to be fit for purpose, and for people to be able to enjoy the road, no matter what vehicle they pass their test on, so that they are safe for themselves and others. At the moment, I stress that we have a lot of work to do on the test to make it fit for purpose in the 21st century.

Rail Investment

Mike Weir Excerpts

Thursday 25th November 2010 Commons Chamber

[Mr Hammond]

The trains deployed on the Thameslink route will be brand-new trains with 1,200 brand-new carriages.

[Mr Mike Weir (Angus) (SNP)]

The Secretary of State’s statement is the fourth time that the desperately needed new trains for the east coast line have been delayed. Will he tell us what he means by “in the new year”? What time scale is he talking about? Will he go for the dual-fuel trains?

[Mr Hammond]

The bi-mode trains are one option that we will consider. Let me explain again the reasons for the complexity and the delay. We have a preferred bidder, selected by the previous Government. That preferred bidder, Agility Trains, has come back to us with a revised proposal that is significantly more attractive than the original proposal. We have been asked by Sir Andrew Foster’s review to reappraise the Agility Trains bid and to consider specific alternatives. We are carrying out that work. There are technical complexities and legal complexities, because of the procurement process. Of course, we must build a value-for-money case and compare the two options. I hope that it will be possible to make an announcement in January, and I expect it to be made early in the new year.

High Speed 2

Mike Weir Excerpts

Tuesday 23rd November 2010 Westminster Hall

[Several hon. Members]

rose—

[Mr Mike Weir (in the Chair)]

Order. A number of hon. Members wish to speak, and obviously time is limited. I hope to start the winding-up speeches by 10.40 am, so I urge all hon. Members to be reasonably brief in their speeches. I call Frank Dobson.

--- Later in debate ---

[Dan Byles]

I entirely agree. Getting the compensation right is every bit as important as getting the details of the route right. In many ways, it would be far cheaper. The sort of figures we are talking about for compensating people are dwarfed by the sums involved in building the railway scheme. I urge the Minister, do not be cheap when it comes to compensation. If we have to do this and blight people’s lives, compensate them adequately. That is really important.

My final plea to the Minister is, will she please bash some heads together at HS 2 Ltd and tell it to stop refusing requests from local councils to come and brief officers and members? The chief executive of the council in my constituency, North Warwickshire borough council, has just written an uncharacteristically strongly worded letter to HS 2 Ltd expressing his deep disappointment that before the general election, it had agreed to come and brief officers and members, but said running into the election that it was then in purdah and could not do it. It is now a long time since the general election and it is still refusing to brief the council. Local borough and county councils need to understand what is happening in their areas. They do not and they are not getting the help they need from HS 2 Ltd. It might be a little over-dominated by engineers; it needs some people who can explain, communicate and listen.

Those are my two pleas to the Minister. Will she please look at the exceptional hardship scheme and compensation, and satisfy herself on those matters, because I do not think the system is working fairly? Secondly, please tell HS 2 Ltd to engage more, particularly with local borough and county councils.

[Mr Mike Weir (in the Chair)]

I call Craig Whittaker, but remind him that I wish to start the wind-ups by 10.40 am.

--- Later in debate ---

[Mrs Villiers]

It is always the case that, when efforts are made to construct these major transport projects, there are advantages to using existing transport corridors. However, sometimes using those existing corridors is simply not possible. Nevertheless, the Secretary of State for Transport asked High Speed 2 to look again at the route that it had proposed and at the environmental impact of that route. In a very short time, we will publish a package for consultation that will take on board a number of the concerns that have already been raised with the Government and with HS 2, to mitigate the environmental impact of the project.

I want to go back to the points that were made about using upgrades to the conventional rail network to relieve the capacity problem. It is simply not possible to relieve the capacity problem without a new line. Without delivering a further significant uplift in rail capacity, some of our key transport corridors will become even more overcrowded in the years to come. I strongly believe that high-speed rail is the best way to deliver that new capacity, not least because it would free up space on existing networks for more commuter, regional and freight services. My hon. Friend the Member for Rugby (Mark Pawsey) mentioned that issue and I think that there is potential for his constituents to benefit from the extra space on the west coast main line that will be released by high-speed rail. Dramatically improving connectivity between a number of our most important cities has the potential to change the economic geography of the country.

As for the environmental impact, I recognise that our plans for high-speed rail are already having an impact on some communities, even in advance of the final decisions on the project. That is why we have launched an exceptional hardship scheme, to assist those with an urgent need to sell their properties and move home.

The Secretary of State has made it clear that, as and when any final route is chosen, we will put measures in place to address blight, and those measures will go well beyond the requirements of statute. I say that in response to a number of points that were made about the exceptional hardship scheme. My hon. Friend the Member for North Warwickshire had some concerns about how the scheme was working. I was not aware of those difficulties, so if he wants to write to me about the specific issues I will be happy to look into them.

Earlier this year, the Secretary of State visited the line of route that has been recommended by HS 2 Ltd. He acknowledges the vital importance of designing a new high-speed rail line in a way that will reduce local impact where possible and that will take on board the types of points that we have heard this morning.

We fully recognise the need to balance the benefits of the high-speed rail project with the local impact on landscape and communities. In the summer, the Secretary of State instructed HS 2 to consider how best to improve its recommended route 3 to reduce any negative social and environmental impacts. An initial report has already been published that identifies a number of ways to reduce problems on the northern part of HS 2’s preferred route. That work is continuing in relation to a number of other areas of sensitivity—

[Mr Mike Weir (in the Chair)]

Order. I am afraid that we have run out of time for this debate. We now move on to the next debate.

Railway Industry

Mike Weir Excerpts

Tuesday 19th October 2010 Westminster Hall

[Mr Mike Weir (Angus) (SNP)]

I welcome this debate, and I congratulate the hon. Member for North Ayrshire and Arran (Katy Clark) on securing it and on making a wide-ranging and knowledgeable speech about the railways, despite her inability to avoid a quick stab at the Scottish Government.

I want to concentrate on two areas that concern my constituency—the future of the east coast rail line and the plan for the high-speed rail network, both of which are vital to our economic future. The east coast line is vital to the north-east of Scotland because it provides the major cities of the north of England direct access to London and, importantly, to the cross-channel network through the Eurostar and Eurotunnel and, I hope, to Germany if the proposed connections to German cities come to pass. The line provides an important link for business and tourism and is a vital economic asset.

I have had serious concerns for some time about the future of services on the line, especially north of Edinburgh. I raised those concerns as far back as July 2009, and when the franchise went from National Express to East Coast. The line north of Edinburgh has long been a problem because it is not electrified, so it has been difficult to reduce journey times from Aberdeen to Edinburgh. When the previous Government committed themselves to purchase new dual electric-diesel trains to run the whole length of the line, there was considerable hope that that would lead to a reduction in journey times.

When the franchise was transferred, Lord Adonis, the then Secretary of State for Transport, assured me and others that there was no danger of cutting services north of Edinburgh. Unfortunately, shortly before the general election, he postponed the purchase of the new trains and left the decision until after the election. I thought at the time that that was an ominous sign, and so it has proved to be. The new Government have twice postponed the decision, more recently until the comprehensive spending review, which is due tomorrow. That has the ring of a death knell for the contract to purchase those trains.

I appreciate that the Minister will not tell us today, before the Chancellor’s announcement, what will happen, but I remain gloomy about the prospect for those trains. The matter is important, and I asked her a written question about the services north of Edinburgh. She replied:

“The current level of direct services between London and Aberdeen and Inverness will continue to be provided when the new East coast line timetable is introduced in May 2011.”

So far, so good, but unfortunately, she continued:

“The longer term future of direct services between London and Inverness and Aberdeen will be determined by forthcoming decisions on replacement of the current rolling stock.”—[Official Report, 16 September 2010; Vol. 515, c. 1244W.]

The Minister may say that I am wrong, but alarm bells rang because she seemed to be specifically linking the services to the rolling stock and, by implication at least, if the rolling stock is not purchased, long-term services are at risk. If I am correct, that is a short-sighted way of looking at the future of this important line because its importance is not only economic.

The coalition Government claim to be the greenest ever, but that seems to be a pretty shaky claim if they do not consider the need to reduce carbon emissions by providing more rail than air transport. Failure to provide regular services from the north-east of Scotland will seriously impact on that. I have used the line many times to travel down to London. I take the train from Montrose in my constituency, and it takes around six and a half hours to get to King’s Cross. From Aberdeen, the journey is around seven hours. Clearly, that is a long train journey, and business men coming from Aberdeen, which is Europe’s oil capital, are faced with the option of taking a plane from Aberdeen airport, which takes approximately one and a half hours to London. Even taking into account the time taken to check in and to get in from Heathrow, it is clearly quicker to go by air. However, even with the existing service, for someone travelling from Edinburgh the decision to travel by air or train is much more marginal.

The point is that if we are serious about moving travellers, particularly domestic business travellers, from air to rail, the issue that must be addressed is not just price, but time. We must ensure that there is a realistic alternative, and that can be provided only by speeding up journey times. I appreciate that the proposed new trains are not a magic bullet for the problem, and that the decrease in journey time provided by the trains alone might not be all that significant. The line has various other problems, not least the physical restraints at Montrose in my constituency, where part of the line is single track and the geography of the area makes it difficult for it to be dualled. However, the proposed dual fuel trains would send a clear signal that the Government are serious about investment in the railways, and in ensuring that we continue with the regular and worthwhile service that links Aberdeen directly with London and through to the continental mainland. Unless we look at such proposals, we will undoubtedly fail to persuade people to switch from air travel to rail, even if the Government use taxation to push up the price of flying.

[Julie Hilling]

I am interested in the hon. Gentleman’s point about trains and the green economy. Does he agree that electrification pushes all the buttons for the green economy? Electrification makes trains greener, it is better for the environment, it increases the speed of the train and reduces the wear on the track. We must continue with electrification, particularly in my constituency where the previous Government were committed to the electrification of the lines between Liverpool and Manchester, and Manchester and Preston. Electrification speeds up journeys; today, a person would be crazy to take an aeroplane from Manchester to London, although that option was frequently used in the past. Electrification is a key part of the argument.

[Mr Weir]

The hon. Lady makes a good point. Whether electrification is greener than its alternative depends on how the electricity is generated, but that is an associated issue. However, she is right that the faster train journeys can be made, the more likely it is that people will use the train rather than travel by air. That is my point. Flying to London from Manchester or Birmingham no longer makes sense, but it does make sense to travel from Aberdeen by air unless something is done to speed up the train line. I appreciate that that is not easy to do, but the Government must look at the issue seriously.

My other point is about the high-speed rail network. The Government have announced their proposal to go with the Y route, which would run up the centre of England to the north-east and the west coast. It will speed up journey times and, if I understand it correctly, link up with the east coast line and provide a slightly faster journey time at least as far as Edinburgh. As it stands, however, although the proposal will considerably speed up rail travel to the north of England, it does not address the central problem of taking the line further north into Scotland. If the Government are serious about the issue, we must look at an extension of the line to ensure faster travel times from Scotland and encourage people away from the longer domestic flight routes. Unless we do that—and the same argument goes for the east coast—we will not get the green benefits that we hope for. As it stands, if I were to use the high-speed line to get home, I would probably have to change train twice to get to Montrose, and that will not significantly reduce the journey time.

[Mrs Villiers]

The hon. Gentleman may recall from the coalition’s programme for government that we want a genuinely national network. Experience tells us that that must be delivered in phases as it takes some time. The ultimate goal, of course, is to take high-speed rail to Scotland. It would be interesting to hear whether the Scottish Government are willing to devote resources to that programme in the future. I have discussed the issue with them, and I hope that in the future they will consider whether they can devote some of their resources to aiding such a project.

[Mr Weir]

I am sure that the Scottish Government will do that. However, there is not much point in building a high-speed line if it does not link up with the rest of the network. At the moment, the high-speed line will run nowhere near Scotland. I understand that Network Rail had a proposal that would have taken the line into central Scotland. That would have made more sense, it would have linked central Scotland with the main high-speed network running south, and it would have provided the basis for an extension of the network further north. At the moment, as the Minister knows, the high-speed network comes nowhere near Scotland, and it will be many years before it gets as far as Edinburgh. The Government seem to take a London-centric view of the matter. If we were to tip things the other way so that the line ran south, the speed of journeys would increase faster and the green objectives of the Government and the Scottish Government would be met.

The Scottish Government have invested a lot in the railway in Scotland. I accept that that is their responsibility and that some of the work must be done in Scotland—there is no argument about that. For example, the Scottish Government opened a new station at Laurencekirk on the east coast line, although strangely enough the direct mainline services will not stop there, so people still have to get a train to another station to get on those direct services. ScotRail runs a good service to Edinburgh and Glasgow, but again, people have to change trains to get on to the direct line to travel further south. People going on business trips look for a direct service. New lines have been opened from Stirling and Alloa; there is a new line from the border and considerable improvements along the Paisley corridor. All those things have improved rail travel in Scotland, but we still need links to the lines that will take us to continental Europe through the Eurostar network. To do that, unfortunately we need to rely on the Government in this place taking action on the east coast line and the high-speed line.

My main point is to ask the Minister about the rolling stock for the east coast line, which is the responsibility of her Department. As the hon. Members for Newton Abbot (Anne Marie Morris) and for Hayes and Harlington (John McDonnell) pointed out, the new trains are vital to show that the Government are serious about investment in our railways and in the important economic asset of the east coast line. I appreciate that the comprehensive spending review is tomorrow, but I urge the Minister to ensure that the rolling stock is purchased and that a clear signal is given about the future of the line.

--- Later in debate ---

[Mrs Villiers]

Obviously, the UK Government are bound by European procurement law to procure public contracts in a fair and objective way. In the context of rail franchises, it sets a top limit of 22 and a half years for contracts that involve investment. The reference to European procurement law was included in the consultation document because it governs the maximum that we can deliver in terms of rail franchises. Throughout the process of negotiating franchises, however, we will look to secure the best deal possible for the taxpayer, and we will ensure that we continue to protect the passenger interest. Train operators that do not comply with the obligations we impose on them will face sanctions, which, in extreme cases, could include removing the franchise.

In the few minutes that I have available, I want to talk a little about the inter-city express programme in response to the hon. Member for Angus (Mr Weir). I can assure him that we have no plans to scrap through services to destinations such as Aberdeen and Inverness, which he mentioned. As he said, the report produced by Sir Andrew Foster referred to one of the alternative strategies for the IEP, which involved ending those through services. As I said, however, we have no plans to do that. We recognise the economic value of such services, and we have certainly received strong representations from the Scottish Government and Scottish colleagues about the importance of retaining them.

[Mr Weir]

Will the Minister give way?

[Mrs Villiers]

I am sorry, but I have only two or three minutes, and I want to respond to an awful lot of points.

The hon. Gentleman and others talked about the electrification of the railways. We included our support for electrification in our programme for government and we recognise its benefits. It will support our sustainability objectives and improve services for passengers. It will become more and more of a greener option as we decarbonise the electricity-generating network. The pace at which we can deliver electrification will obviously depend on affordability and the priority of tackling the deficit. Much will depend on the comprehensive spending review announcement tomorrow. Of course, these decisions are also linked with the work on the high-level output specification rolling stock programme, Thameslink and the future of the IEP. An announcement will be made on those in due course.

Lastly, in the brief time that I have, I want to reiterate the Government’s support for high-speed rail, which is a vital upgrade for our transport network. We recently announced our support for a Y-shaped network, with a line to Manchester and trains running on from there to the west coast main line and Scotland, and another line splitting off at Birmingham and going through the east midlands and South Yorkshire to Leeds, with trains, again, running on to the existing network and destinations further north. We will consult on that shortly. We will also have regard to the communities affected by the line’s local impact before taking final decisions on whether to go ahead and what route to take. We appreciate that realistically these lines can be delivered only in phases, but our ultimate goal is to deliver the national network, for which I am sure there will be cross-party support.

Much has been achieved since privatisation, but we need a fresh focus on reducing costs in the railways that we already have. We need a drive to deliver high-speed rail because of the huge benefits that it can provide. The coalition is determined to meet both those challenges, and I welcome the representations that I have received on them today.