Fire Safety and Cladding
Debate between Sarah Jones and Steve Reed(5 years, 10 months ago)
Commons ChamberRead Full debate Read Hansard Text Read Debate Ministerial Extracts
Mr Steve Reed (Croydon North) (Lab/Co-op)
I am grateful for the opportunity to raise the issue of fire safety, which is of great concern to many people in my constituency and throughout the country, particularly since the Grenfell Tower fire 19 months ago. The debate is happening somewhat earlier than we envisaged. I hope that means that there will be more opportunities for other Members to participate, because I know that the issue affects many constituencies.
I want to cover two areas: first, the major fire that happened at the Shurgard self-storage centre in my constituency on new year’s eve; and secondly, fire safety and the use of flammable cladding in residential and other buildings throughout the country, about which there has been great disquiet since the Grenfell Tower fire.
The fire at the Shurgard self-storage centre was massive. More than 1,200 people had stored their goods and possessions in that facility, which was one of the largest in London. When I was first alerted to what had happened, my first thought was, “I hope everybody is safe,” and it was reassuring to hear that there had been no loss of life. However, a couple of weeks later I had the opportunity to meet a group of Shurgard customers who had lost everything they had put in storage at that facility. The scale of loss, devastation and harm that that caused cannot be overstated. The losses were enormous.
As with all self-storage centres, the Shurgard facility was marketed as a safe place to store goods. It was even advertised as a place for those who had suffered a bereavement to store the belongings of a loved one.
Sarah Jones (Croydon Central) (Lab)
I thank my hon. Friend for bringing this important debate to the House. Constituents of mine had their goods burnt in the Shurgard fire. I am sure that hon. Members will be interested to know that, having advertised as “safe and secure”, since the fire the Shurgard website has removed 35 mentions of that phrase. Its use is nothing short of mis-selling.
Mr Reed
I am grateful to my hon. Friend and neighbour for her intervention. It is telling that Shurgard saw fit to remove all the language about safety from its website after the fire. I hope that, during the debate, we will expose the fact that the facility was far from being as safe as it was marketed to its customers.
Mr Reed
My hon. Friend makes an important point. I am also interested in the insurance aspects of this case, including whether people were wrongly advised by the self-storage company about the level of insurance that they should have taken out and, indeed, whether there was mis-selling of insurance. I have contacted the relevant authorities—the Financial Conduct Authority and others—to seek their advice. I hope we can bring that issue back to the Chamber at the appropriate time, and I would be delighted to work with my hon. Friend on that, since he has an interest in it.
I return to my attempt to establish the extent of the harm that has been caused to people’s lives by the fire. I met another woman—a customer—who had stored in the facility her mother’s and her grandmother’s ashes. One simply cannot imagine what it would feel like for an individual to lose something of such enormous human value to them.
Sarah Jones
My hon. Friend is giving way generously. On that terrible point, last weekend I met some people who were affected, and I have a constituent whose pictures of her deceased children were burned. These things are so irreplaceable and so sad. People really did believe that their things would be kept safe, and that everything would be okay. We cannot emphasise enough what a horror they have been going through.
Mr Reed
I am grateful again to my hon. Friend for her intervention. One really cannot exaggerate the pain that has been caused. When anybody puts their most beloved and treasured possessions in a facility and are assured that it is safe, they deserve to know that it actually is safe. I met an artist who had lost a lifetime’s artworks, which she had created. I met a DJ who collects first-edition reggae albums on vinyl. All of that is gone in the fire, all of it irreplaceable. No money can replace that.
Of course, many businesses today keep their stock in facilities like these, and many businesspeople have lost their stock. Even if it was properly insured, the short-term loss of that stock means that they have lost a whole quarter’s trading, which is enough to put many small businesses under. I really do think that the Minister needs to consider what emergency support is available for the people facing real hardship and crisis as a result of the fire.
Many colleagues have raised concerns about the level of fire safety at the Shurgard facility, and I share those concerns. When I met a group of customers, that was one of the biggest areas giving them cause for concern that they raised with me. A customer putting their possessions in a self-storage facility would assume that there had been some effort, when designing it, to prevent the spread of fire, should a fire take hold. In fact, the walls in the individual units in this facility did not go right up to the ceiling—there was a gap between the top of the unit and the ceiling—so a fire that started in one unit could quickly and easily move into the next, and then the next and beyond. It seems to me shocking that these facilities are built without designing in measures to prevent the rapid spread of fire.
Customers using that facility reasonably assumed that a sprinkler system was installed in case of fire. In fact, there is no sprinkler system in that facility, and there is no requirement for self-storage units to have sprinkler systems. Another point is that Shurgard did not ask their customers to report or keep a record of what they were storing in that self-storage facility. Someone could put all their most treasured possessions in the unit they were renting, but the next-door unit could be filled up with barrels of oil or something equally flammable, and nobody would ever know.
If we put all that together, there were in effect no fire safety measures whatsoever in this facility. It was advertising a service as safe and secure for people to keep their goods in, but it simply was not. It was taking money from people, and then not providing the service that people expected. If things go wrong—and on new year’s eve in Croydon they went severely wrong—everything people owned would have gone: it would have been taken away, and they would have lost it.
Shurgard has been very clear with me—I have met it to discuss this—that it has complied with all UK fire safety regulations. I do not know whether that is true, but that is the point it has made to me. If what it says is true and it was fully compliant, those regulations need to be reviewed and tightened as a matter of urgency.
Sarah Jones
At the meeting with customers last weekend, they made two really interesting points. One was that Shurgard in other European countries would have to have sprinklers, because in other European countries there are regulations requiring a building of a certain size to have sprinklers, so the same company would have sprinklers in another country but not here. They also made the point—I do not know whether this is 100% accurate—that, about 40% of Europe’s storage is in this country. There is something about the nature of the cost of housing and the fact that people have to put so much stuff into storage, perhaps because of the value of land, that means our country has a particular problem in this area and needs to look at the regulations for the storage sector in particular.
Sarah Jones
I am sorry to keep intervening—my hon. Friend is being incredibly generous—but I just want to make a point about waking watch. Having talked to the fire services, I know that it is not an ideal situation. The fire services are worried that companies have come out of the woodwork and started doing waking watch, but people are not always well-trained and there are not always enough of them on site. Waking watch is very much a temporary measure. To have 19 months of waking watch is expensive, but also not ideal, and we cannot be 100% sure that these people are trained and doing what they are supposed to be doing.
Mr Reed
I am grateful for my hon. Friend’s intervention. As the hon. Member for Bromley and Chislehurst (Robert Neill) will know, residents in Northpoint Tower in Bromley face bills of up to £70,000 each. People simply cannot afford that, and the stress they suffer from receiving that bill and knowing that, unless they find a way to pay it, they will be left living in a block with potentially flammable cladding on, is simply unacceptable.
Tram Safety
Debate between Sarah Jones and Steve Reed(5 years, 11 months ago)
Commons ChamberRead Full debate Read Hansard Text Read Debate Ministerial Extracts
Sarah Jones
I thank the hon. Gentleman for his comments. I agree, and I will come on to what has been done and what is yet to be done.
This is not just an issue for Croydon: it is a national issue. There were 267 million tram and light rail journeys made last year. Clearly, the industry, the regulator and local transport bodies have a responsibility to deliver the improvements that we need. I have met the Office of Rail and Road, the deputy Mayor of London, Transport for London and others, and I am grateful to TfL executives for meeting me and families of the victims today in Parliament. But there is also a responsibility on central Government; the ultimate responsibility for people’s safety stops with them.
Mr Steve Reed (Croydon North) (Lab/Co-op)
I am very grateful to my hon. Friend for giving way and for raising this very important issue in the House today. She will know, as I do—as a fellow Croydon Member of Parliament—of the high levels of public concern and anxiety about the Government’s failure to act on the recommendations. There has been another speeding tram incident since the fatalities at Sandilands and another crash involving a bus. We really need to know what the Government intend to do and what lessons they intend to implement—having listened to what went wrong—to keep people safe and reassure them that they are always safe on public transport.
Sarah Jones
I thank my hon. Friend for his comments. He is absolutely right. That has to be on all of us, and we need to make sure that the Government are doing what they can.
The Department for Transport has a duty to ensure that work is being done and to keep Parliament updated on progress. The silence in this place over the last year suggests that the Government have not been as active as they should have been. In fact, a month ago, I learned that they were actively delaying RAIB’s core recommendation—the creation of a new UK tram safety body—because they were failing to release the required funding. If this new body, currently operating in a basic “shadow” form, does not receive the required funding by the end of the year, it will cease to function at all. Other recommendations, which I will come to, have also not seen enough progress, in part because this body is not in place.
Families of the victims are frustrated. All of us are frustrated and all of us are touched by that terrible tragedy. I wrote to the Secretary of State about this and I asked again in the House two weeks ago for a statement or a debate in Government time. Yet again, there was silence from Government. We deserve better than this, so I hope that this evening, the Minister can tell me why the Government have yet to confirm the funding for a new tram safety body; when the funding will be signed off by his Department; and crucially, what actions the Government are taking to ensure that the remaining RAIB recommendations are delivered as soon as possible.
Tramways have a proud history in the UK. In the early 1900s, tram networks stretched the length and breadth of the land, connecting not just our cities, but towns large and small. There were 14,000 trams in 1927, and London alone had 30 tram routes across the city. The majority of those were lost in post-war redevelopment, but tram networks still connect eight of our greatest cities and regions: London, Greater Manchester, the west midlands, Edinburgh, Sheffield, Nottingham, Blackpool and Newcastle. Trams create no pollution, are fully accessible and have greater capacity and better punctuality than buses. Trams connect our communities and are conduits for local growth.
When the Tramlink was introduced in Croydon, it brought our community closer together and made a particular difference in New Addington in the south of my constituency. It helped to attract inward investment into Croydon and offered residents the mobility to find jobs across the borough. But when a tragedy of this significance occurs, it shakes people’s confidence in tram networks. The number of tram and light rail passenger journeys across England fell by 0.2% last year—the first drop in almost a decade. Over half of all tram and light rail journeys last year happened in London, where the number of journeys dropped by the bigger margin of 2.1%, while the number of London Tramlink journeys fell by 400,000 to 29.1 million. If that is in any part due to a loss of confidence, we must rebuild that trust, and that starts with showing clear and decisive action on tram safety.
RAIB carried out a 13-month investigation into the Croydon tram crash, and I thank it for its comprehensive work. The RAIB report comes to its own conclusions about the possible causes of the crash, which I will not mention because of the ongoing investigations. Looking to the future, the report makes 15 important recommendations to prevent such a tragedy from happening again. In the year since then, we should have heard from Ministers about how the different agencies, organisations and operators are progressing with their respective responsibilities. I sincerely hope that the Minister can deliver a comprehensive update to the House tonight.
The majority of the 15 recommendations are yet to be fully implemented. The first and foremost of them was to set up a dedicated UK-wide tram safety body to drive improvements across the UK’s tram networks. It is likely that many of the subsequent recommendations on national tram safety cannot be fully implemented without this new body, so it really is a failure that one year on we are still waiting. I understand that the Government funding for the body will be split between the Government and industry. The industry has already allocated its funding and a shadow board has been in place and ready to get to work for months, yet as of last month the funding from Government had still not been signed off. I wrote to the Secretary of State about this over a month ago, and I am yet to receive a reply.
The Department for Transport has, however, given a statement to the media stating that
“final decisions are being made on funding for the Light Rail Safety Board.”
I understand that if full funding is not confirmed by the Government by the end of this year, even the limited work the board is doing in shadow form will cease. Can the Minister therefore confirm whether that funding decision has been made? If it has not, can he explain to me and to the families here today why the Government are delaying?
Recommendation 2 requires tram operators, owners and infrastructure managers to
“jointly conduct a systematic review of operational risks and control measures associated with the design, maintenance and operation of tramways”
and to “publish updated guidance”. That updated guidance has yet to be published. I understand the new light rail safety standards board will be responsible for publishing this, but it does not yet exist. Can the Minister can give us a timetable for the publication of this guidance?
Recommendations 3 to 5 involve changes to trams and tramways to significantly reduce the risk of future accidents. Those changes are very important and include installation of automatic braking systems; technology to monitor the attention state of drivers; and improved signage, lighting and information for drivers. Automatic braking systems have not yet been installed on any tram system. TfL has confirmed that it plans to fully implement a system by next December—more than three years after the crash.
I understand that this is complicated work, that TfL has confirmed that it will award a contract to start it very shortly and that many other operators will look to the work TfL is doing before making a decision on implementing their own systems, but three years feels too long for those of us worried about safety now. I wonder whether the Government could be doing more to work with TfL to prioritise this important work. TfL and Tram Operations Ltd have successfully implemented a guardian device on London Tramlink that can monitor the attention state of drivers and help with fatigue management, but it is unclear whether it has been picked up across other tram networks.
The recommendation on signage and lighting again appears to have been only partially implemented and with a lack of consistency. TfL has implemented a new lower speed limit on the London network, with new restrictions at certain sites such as Sandilands and new junctions, and will be introducing a new system called iTram, which gives in-cab alerts, but again the iTram system will reportedly not be in place until December 2019—more than three years after the crash. Moreover, there is a lack of clarity about whether the speed restrictions or the iTram system will be consistent across the industry, and whether they will be required or optional. In all those areas, progress seems to be too slow and too inconsistent across the country, which, again, may be a sign of a lack of co-ordination owing to the lack of a UK-wide co-ordinating body.
Recommendations 6, 7 and 8 relate to greater protections for passengers and means of escape should a tram have an accident. Understandably and obviously, the families of those who died are frustrated about the difference between the current requirements for the strength of tram windows for side-facing windows and front windscreens. The side windows are required to be the same strength as those of passenger-carrying vehicles on roads, but the front windows are required to be stronger, with shatterproof safety laminated glass—the type required for trains. Recommendation 6 seeks to improve the strength, but, again, there are yet to be changes across the sector. Other tram networks appear to be waiting for TfL, which has been undertaking testing. Last month the Mayor of London said that work to strengthen the windows was due to start shortly, and would be completed by March 2019.
The process is complex. The weight of the stronger glass has clear implications for the ability of trams to go around corners safely. The last thing we want to do is make the glass stronger but, in doing so, increase the risk of another derailment. Nevertheless, I feel that more progress could have been made on window strength, because that would have demonstrated to passengers that clear action had been taken to keep them safe. Two years after the accident, we still do not know when the recommendation will be delivered for tram networks outside London.
Recommendations 7 and 8 relate to emergency lighting and improved evacuation for overturned trams. TfL has issued a tender for improved emergency lighting, while other tram networks seem to be waiting for the creation of the national light rail safety board before acting. The work on evacuation is being led by UK Tram, but it appears that no clear solution has been identified, and it seems unlikely that that recommendation will be implemented at all.
Recommendation 9 requires the Office of Rail and Road to carry out a review of the regulatory framework for trams, which I understand is in progress. It sets out options and recommendations for changes in the regulation of the sector in June. They include options for certification schemes, which could be mandatory or voluntary. The ORR says that it
“would not resist the introduction of mandatory or voluntary certification schemes if demanded by Ministers and/or the sector”.
Perhaps the Minister could update us on his conversations with the ORR about certification. The ORR says that a certification scheme would give it stronger regulatory levers to press for implementation of the Sandilands recommendations. Given the lack of progress and the lack of consistency across the UK tram networks in respect of those recommendations, that might be an advisable course of action for the Government to take.
The final six recommendations are aimed at TfL and Tram Operations Limited, and have specific implications for the London Tramlink network. They seek a marked improvement in the safety culture in London trams, including better mechanisms for driver fatigue management, improved CCTV, operational expertise, and the reporting and resolving of concerns. Several of them, including recommendations 10, 13 and 14, have already been implemented; the implementation of others is still in progress, and is the subject of ongoing reviews. They include a detailed review of fatigue risk management, in respect of which some improvements have already been made, but the full programme is not yet complete.
Mr Reed
My hon. Friend is reminding us powerfully of the important recommendations that were made in the aftermath of the crash. I recall being in the Chamber in the days following it, and hearing the Minister speak, in my view, convincingly and well about how the Government would learn the lessons and take action. May I invite my hon. Friend to speculate on why, a year after receiving the recommendations, the Government have done absolutely nothing to follow them up?
Sarah Jones
I struggle to understand why more has not been done, and I wonder why this has not been a top priority for the Government. In the last year the Department for Transport has had to deal with many other issues that may have been subject to more attention and focus, but I nevertheless think it a great shame that more has not been done.
Two years on from the tram crash there is one clear fact that should motivate all of us: trams across the country are still without a consistent level of safety to avoid a repeat of the tram crash. There is still no consistent means by which to monitor and manage driver fatigue. If a tram is going too fast there is still not an automatic braking system. If a tram overturns the windows are not yet consistently shatterproof along the sides of the vehicle. Most importantly, the body to co-ordinate and deliver safety improvements is still not in place. The Government could act upon that right now, and I urge the Minister to do so. I also urge him to work with Transport for London, the Office of Rail and Road and the rest of the industry to make sure the host of outstanding safety recommendations—as many as 11 still outstanding—are delivered upon as soon as possible.
The Government can drive this process forward; we just need the political will. We want something good to come from that dreadful day on 9 November 2016. The victims, their families and all tram passengers across the UK deserve nothing less.
Knife Crime
Debate between Sarah Jones and Steve Reed(7 years, 2 months ago)
Commons ChamberRead Full debate Read Hansard Text Read Debate Ministerial Extracts
Sarah Jones
Yes, I agree with the hon. Gentleman that we need to do more. County lines is a new and developing issue that I have learned about in Croydon. Gangs go out as far as Cardiff and down to the south coast from London and other UK cities. They are spreading out, and we need to do more. Police resourcing is absolutely key, but we need to work together even more. Children from Aberdeen to Cardiff and Margate are carrying knives; it is a UK-wide problem.
The second thing I know is that the age of the young people involved is getting lower and lower. Every single agency I spoke to over the summer said that it was used to seeing young people between the ages of 16 and 24, but that the age of the children it saw was dropping to 12, 13 and 14.
Mr Steve Reed (Croydon North) (Lab/Co-op)
I echo the words of congratulation to my hon. Friend on securing this important debate. To what extent does she believe that the severe cuts to council services—they have led to cuts in services such as crime prevention, early intervention and family support—and the severe reductions in neighbourhood policing have contributed to Croydon having the second highest level of knife crime in London?
Sarah Jones
My hon. Friend is absolutely right. Over the summer, I walked around with the police looking for knives, and I talked to senior police officers and many others about the impact on their work of the cuts to their budgets and to other services. I heard about policeman buying food for children whom they had picked up before taking them home, because those children did not have enough food to eat. There are a huge range of issues that we need to tackle, but police cuts and local government cuts are an important part of the picture.
The third thing that I discovered over the summer is that the problem stretches beyond the children who are involved in crime and who carry knives themselves. Teenagers are growing up attending the funerals of school friends, with parents who are under-supported or overworked, and often both. Those children have growing anxiety and fewer ways to express it. A counselling service in my borough described deep-seated traumas among a growing number of young people, with half of the people who made up its case load having experienced suicidal thoughts. Many of our children now see the carrying of knives and the exploitation of men and women as normal. They see a world that, in many ways, we do not see.
The fourth fact that I learned is that the issue is complex. We cannot just say, “This is about kids in gangs who want to make money.” In fact, most knife crime is not gang-related. The causes range from policing, to jobs and training, to education, mental health and youth service provision; from silos in the care system to social media, parenting and street design. Every crime is different, every cause is different and every response must be adapted.
My fifth finding is that we know what works. A lot of people are already showing us the way, working hard and finding the answers. Although the picture is complex and the scale of the problem pretty big, there is a lot of evidence about what works and what needs to be done. I would not be standing here today if I did not think we could develop cross-party consensus about what needs to happen and how to tackle knife crime. The case that I want to make today is that we are simply not doing enough to tackle this blight on the lives of individuals and communities. I say that while welcoming the Home Secretary’s recent promise to crack down in law on the online sale of knives. I also welcome the continued commitment to Operation Sceptre by police forces up and down the country.