Oral Answers to Questions

Debate between Norman Baker and Philip Hollobone

Thursday 31st October 2013 Commons Chamber

[Norman Baker]

We all take this issue very seriously in government. I am concerned about the fall in referrals and I think part of that is due to engagement between the police and the CPS, because the fall-off in referrals has not been matched to the same degree by a fall-off in convictions. This is nevertheless an important matter. I am taking a personal interest in it and I am also talking about it to all the chief constables, who are coming into the Home Office this afternoon.

[Mr Philip Hollobone (Kettering) (Con)]

What percentage of convicted rapists serve their time in prison in full before they are released?

[Norman Baker]

I cannot give a specific answer, but we obviously do not release anyone who is a danger to the public. That remains our position.

Disabled Access (Train Stations)

Debate between Norman Baker and Philip Hollobone

Wednesday 3rd July 2013 Westminster Hall

[Norman Baker]

I am grateful for that intervention. My hon. Friend’s constituents will doubtless be aware of his involvement in pushing for that particular improvement.

To build on the success of the Access for All programme, last year’s high-level output statement included £100 million to extend the programme until 2019, despite the difficult economic circumstances. We have asked the rail industry to nominate stations for inclusion in the extended programme, using the criteria to which I referred, and hopefully taking on board the point that my hon. Friend the Member for Penrith and The Border made about remote rural stations. We also want the industry to take account of factors such as improving inter-urban journeys and the availability of third-party match funding, which can be used to weight business cases for individual station projects. The views of local authorities are also important when considering these matters, so they will be taken into account.

We want to tie in access improvements with other projects to help to deliver efficiency savings by combining costs, including project management costs. For example, last November I opened a joint national stations improvement programme and Access for All project—two different funding streams—at Horsham station, which was worth more than £4 million of Government and local authority funding. This excellent project shows exactly what can be achieved when different stakeholders co-ordinate their plans to deliver a better experience for passengers. I would welcome more examples of such co-ordination in the future.

I would expect a number of stations that were close to being included in the current Access for All programme to be nominated again this time around. They include Penrith, in my hon. Friend’s constituency, where Network Rail has already been looking at options for providing step-free access. I know that the station is one of the few on the west coast main line without a proper accessible route, and that it is an important interchange with National Express coaches and bus services to other parts of the Lake district. All those factors will make Penrith a strong candidate for inclusion in the Access for All programme, although I obviously cannot guarantee that it will be included. Although Network Rail is busy considering the matter, I would expect Virgin, the train company involved, to be frankly a little more sympathetic than appears to have been the case to date. I expect the industry to complete the nomination process by the end of this year, which would enable us to be in a position to announce the successful stations by April 2014, the beginning of the next rail control period.

It is important to remember that improved access can often be achieved using relatively small amounts of funding, combined with innovative thinking by the industry, so the Access for All programme includes an annual small schemes fund of around £7 million a year. That money is allocated between the train operating companies, based on the number of stations they manage and how busy those stations are. Since 2006, more than £100 million of investment, including contributions from the train operators themselves and from local authorities, has seen projects delivered at more than 1,100 stations, which is almost half the total number of stations in this country.

A variety of projects have been supported, including: better provision of accessible toilets; customer information systems, which have now been installed at more than 80% of our national stations; blue badge parking spaces; and features such as induction loops at ticket offices to help those with hearing impairments. The work has removed barriers to travel for many disabled people, and these are real examples of projects that are delivered at a relatively low cost, but have high value.

In 2011, we released £37.5 million of Access for All mid-tier funding to help projects needing up to £1 million of Government support. A total of 42 projects were successful, ranging from the provision of step-free access—via lifts—at stations such as Alton, which serves Treloar college for physically disabled students, to a Changing Places disabled toilet at Paddington and easier access platform humps to reduce the stepping distance between the platform and train at several stations throughout the country. The first phase of those projects is now finishing, and the remainder of the projects are due to be completed by the end of this financial year.

I do not want to give the impression that that is all we are doing to improve access at stations, however. Access for All is over and above work delivered as part of other major investment programmes or work undertaken directly by train operators, which are each required to invest an average of £250,000 a year on improving stations under their minor works programmes as part of the franchise requirements. I understand that that money is now almost exclusively spent on access improvements. We heard mention of High Speed 2, and I want to make it clear that all new stations on the HS2 route or anywhere else—we are busy opening new stations under the new stations fund and the local sustainable transport fund—will be fully accessible.

We are determined to ensure that all rail vehicles are fully accessible, because there is no point in having accessible stations if people cannot get on the train. The latest figures show that more than 7,600 rail vehicles have been built or refurbished to modern access standards, which is 45% of all rail vehicles, including half of all trains—that is the difference between carriages and trains. More than 500 older rail vehicles have been fully refurbished to modern access standards, and contracts have been placed for work on hundreds more. Meanwhile, my officials, with assistance from the Disabled Persons Transport Advisory Committee, continue to provide compliance guidance to the rail industry ahead of the 2020 deadline for all rail vehicles to be accessible. It is a firm commitment of the Government that all rail vehicles will be accessible by 2020, and we are determined to make sure that that is kept to. By the way, there are similar commitments on buses, which are equally important, if not more so, for people in rural areas, as my hon. Friend the Member for Penrith and The Border will no doubt accept.

In summary, I hope that I have been able to demonstrate that the Government is committed—note to Hansard: the Government “is” committed, not “are” committed—to improving access at stations for disabled passengers through specific projects such as Access for All, as well as under improvements delivered as part of our wider commitment to improving the rail network.

I am grateful to hon. Members who contributed to the debate. The evidence of the turnout of Members demonstrates the importance that parliamentarians attach to this issue, and that is matched by the importance that we in the Department for Transport attach to it.

[Mr Philip Hollobone (in the Chair)]

I congratulate the hon. Member for Penrith and The Border (Rory Stewart) on securing the debate.

Question put and agreed to.

South West Trains

Debate between Norman Baker and Philip Hollobone

Tuesday 19th March 2013 Westminster Hall

[Norman Baker]

Obviously, nearly all the franchises were let under the previous Government so, in a sense, we inherited the arrangements that apply to the various franchises across the country, and they cannot be unpicked during the period of a franchise. However, we can try to influence future franchises, and the Secretary of State will make a statement to the House in the near future about how we are taking forward the franchising regime.

Inevitably, some lines are profitable and some lines are not, and that is simply down to market forces. A concentrated commuter network or a highly attractive route—say, from London to Manchester—is more likely to be profitable than a route that serves a large number of small stations, such as between Inverness and Wick and Thurso. It is difficult to envisage how that could ever make a profit, because it is a long, straggly line that few people use. Market forces therefore inevitably apply, but our job is to try to ensure that we secure the maximum return from the private sector to enable us to reinvest in the network for the future.

My hon. Friend mentioned Brian Souter’s salary but, on the other hand, his company is now paying a premium to the taxpayer. In a sense, the private sector system seems to be working. Brian Souter has invested heavily. He is taking the rewards for himself, which he is entitled to do, but he is also paying a premium to the taxpayer that enables us to reinvest. The system seems to be working, and we want to get more train companies paying money to the Government. If we can do that, because efficiencies have been driven in and inefficiencies have been driven out, it is all to the good.

I am afraid that I have not been able to say anything about investment, but there are large investment plans for the South West Trains area. I will happily drop my hon. Friend a line to set out what they are, but they include longer platforms and trains, and in due course steps to improve the situation at Waterloo.

[Mr Philip Hollobone (in the Chair)]

We have arrived at our destination and I am afraid that our journey terminates here.

Oral Answers to Questions

Debate between Norman Baker and Philip Hollobone

Thursday 19th April 2012 Commons Chamber

[Norman Baker]

I will not admit it because it is entirely untrue. In fact, those policies have been a success. Recent figures from local authorities show that the average bus mileage is relatively unchanged, which suggests that there have not been the cuts that the Opposition are so keen to talk up. The industry itself has congratulated the Government on their new bus policy, as, indeed, have local authorities. Perhaps the hon. Lady should pay more attention to what the industry and users say, which, by and large, is supportive of what the Government are doing.

[Mr Philip Hollobone (Kettering) (Con)]

According to the Department’s own figures, traffic volumes will increase by 40% by 2035. Is not the simple, plain fact of the matter that unless we ensure that more people travel on buses, the country will be gridlocked?

[Norman Baker]

It is true that we must have a balanced transport policy, and part of that involves maximising the use of public transport. That is why we have invested more in rail travel than any Government since Victorian times, and why we are now investing massively in buses as well. For instance, £70 million has been invested in better bus areas, £41 million in the green bus fund, £560 million in the local sustainable transport fund, £20 million in community bus services, and £15 million in smart ticketing technology. If I go on much longer, Mr Speaker, you will tell me to curtail my remarks.

Sustainable Transport

Debate between Norman Baker and Philip Hollobone

Wednesday 19th January 2011 Commons Chamber

[Norman Baker]

The fund is not designed to reinstate railway schemes, because they are of a size and nature that it could not sustain. As I said earlier, we are keen to see what we can do to improve and enhance the rail network, where it makes commercial sense to do so. My right hon. Friend the Minister of State has noted the point made.

[Mr Philip Hollobone (Kettering) (Con)]

School traffic enhances peak-time congestion during term time. The United States seems to run a successful yellow school bus scheme. Why cannot we have something similar here?

[Norman Baker]

I am advised that the Secretary of State’s constituency has a yellow bus scheme, which perhaps he has been helpful in introducing. The school run is certainly one of the major reasons for congestion and delays in the morning, and it is an important point to look at. That could in theory be something that the fund that I have announced today could address, but I am not against having a further look at the yellow bus scheme on a national basis—although these matters are best decided locally, as my hon. Friend would accept.