BTEC Qualifications

Debate between Steve Brine and Flick Drummond

Monday 18th July 2022 Westminster Hall

[Mrs Flick Drummond (Meon Valley) (Con)]

It is a pleasure to serve under your chairmanship for the first time, Sir Mark. I, too, thank the hon. Member for Battersea (Marsha De Cordova) and the Petitions Committee for scheduling the debate. The petition has attracted many signatures from my Meon Valley constituency and elsewhere in Hampshire, where we are fortunate to have some really strong colleges serving our students. Although I do not have a sixth-form college in my constituency, some of my constituents attend colleges in the constituency of my hon. Friend the Member for Winchester (Steve Brine) and other nearby colleges. In the lead-up to the debate, I have been contacted directly by student constituents who have concerns, and I am pleased to speak on their behalf too.

In the post-covid landscape, we must help students to catch up, as well as ensuring that education meets the changing needs of employers and the future life of young people. One thing that I know employers look for is certainty. There has been an endless debate about the value of qualifications and about how well qualifications relate to what employers need, which is why I wrote a paper on assessment nearly two years ago and why there have been five commissions since on the subject, which I will come to later. Indeed, tomorrow we will be setting up an all-party parliamentary group on assessment—I say that in case anybody here is interested in joining.

With BTEC, we have a proven qualification in many subjects that provides value for everyone—students and employers. Qualifications such as BTEC are taken close to the point at which many students are likely to enter work. They are relatively more important than A-levels to young people who are not going to university, as they prepare students well for work immediately, whereas university students have another three or four years before facing career-level employers for the first time after graduating.

I am pleased that most universities recognise BTECs as part of the mix of qualifications for entry to university. I did not know about T-levels, but I have looked them up and the hon. Member for Battersea is absolutely right that Cambridge and Oxford do not accept them at this stage, but I hope that might change.

I welcome the intentions towards employability skills that the Government showed in bringing in T-levels. However, where BTEC qualifications best fit the needs of students and employers, they should be retained. Let us take nursing and healthcare, for instance. All the medical bodies have said that they are concerned about the impact of scrapping BTEC courses on their ability to recruit in future. Students who take BTECs can become support workers, and many go on to qualify as nurses, midwives and radiographers. NHS employers estimate that about one fifth of those studying for a nursing degree started with a health and social care BTEC. At the same time, NHS bodies have doubts about the viability of replacement T-levels because, as we have heard, they require a 45-day work placement, which many employers struggle to offer. That is a problem for people who want to go into medicine too; finding work experience is very difficult. Ending BTECs without having a suitable replacement will make it hard to recruit into those professions and others, including apprenticeships, so we must ensure that every route into those jobs is kept open.

We should also look at the social impact of the proposed changes. The equalities impact assessment, which formed part of the Government’s response to the consultation, states that removing BTECs will mean that some students do not attain a qualification at level 3. There is simply a commitment to mitigate that with a higher-quality level 2, and mitigations are outlined to support continued progression to level 3, but it is not clear what they will be. The EIA highlights concerns about the uncertainty of the future approval criteria.

Hon. Members will agree that to expect students to start on a path when neither they nor the Government know where it will lead is unacceptable, as my hon. Friend the Member for Taunton Deane (Rebecca Pow) articulated well. The EIA is clear that students from minority and more deprived backgrounds will be disproportionately affected by this change. It is not good enough to say that we will make a better level 2 for them. That is not how we advance social mobility.

This experience should teach us that the structure of senior education assessment is becoming more confused, not less. We have A-levels for the academic strand, which is completely separate from vocational strands. T-levels do not provide learning in some subjects in the way that BTECs do. We are proposing to end BTECs in general while retaining some specialist qualification. As I mentioned in the paper that I wrote, it is time to look again at how we structure education between the ages of 14 and 18 so that young people can work towards a range of qualifications that complement each other—education and vocational, with the ability to do different strand at the same time.

We should end the situation in which young people take GCSEs, which are only a milestone in their education, before moving into a confused offer of A-levels, T-levels and whatever other limited qualifications remain after this review. We need a vocational path alongside T-levels. All the commissions that have published on this subject agree that our assessment system is no longer fit for purpose.

University technical colleges are one of the best innovations in education in decades. Many of my constituents go to one in Portsmouth, and I would love to have more surrounding my constituency, because the demand for UTC places in Hampshire outstrips supply. That is the right kind of environment for young people to take in a mixture of subjects and qualifications. By starting at 14, they avoid a jolt in students’ education at 16. Students do GCSEs, but it is a secondary thing; it is something they have to get through, rather than linking to what they want to do.

[Steve Brine]

As usual, my hon. Friend is making a very thoughtful speech. In Hampshire, we have a tertiary system: we have big sixth-form colleges and very few sixth forms attached to state secondary schools. UTCs are an important element of choice that maintains the system that has worked well and served our county and constituents for many years.

[Mrs Drummond]

My hon. Friend is absolutely right. That should not stop a curriculum that starts at 14 and continues to 18. It just means that it continues in a different building, perhaps with a different uniform. It is a way of progressing, and it is very easy to do. It should not be a barrier to changing to a different sort of curriculum. It also means that people would have a much more coherent education. They would then be able to go into the workplace, further training or higher education, properly equipped with a wide range of experience. It is a bit like an English baccalaureate, although I do not think we should call it a baccalaureate—I have spoken about that many times and will not speak about it now.

Employers, teachers and students in my constituency all tell me that we should have a meaningful reform of senior education, and I agree. The present situation with BTEC, as this petition emphasises, is one that we must avoid letting happen again.

Rail Services: Portsmouth and the South-West

Debate between Steve Brine and Flick Drummond

Wednesday 21st October 2015 Westminster Hall

[Steve Brine (Winchester) (Con)]

I congratulate my hon. Friend on securing this debate. I hope that the Minister has noted the A-team turnout from Hampshire MPs. It takes a lot to get this many Hampshire MPs in one room, so I congratulate my hon. Friend on doing that.

In the previous Parliament, nearly £4 million was spent in my constituency on an improvement scheme at the railway station, which included parking, a new footbridge and improved wi-fi facilities and staffing of the station. Those were all fantastic, but they were icing on the cake. Does my hon. Friend agree that we need to turn our attention to the cake itself? Ultimately, it is about building a bigger railway. We can put on more trains and deal with the three-plus-two seating issue, but unless we build a bigger railway and deal with Clapham Junction and London Waterloo, the problems back down the line for us will never change.

[Mrs Drummond]

I thank my hon. Friend for that very good intervention. I completely agree with him, and was about to come on to that point.

We need a new line between Surbiton and Clapham Junction to relieve capacity, and we strongly support the development of Crossrail 2. Those measures will help Portsmouth by cutting 10 minutes from the journey during peak times, as the train would not have to take the slow route avoiding Woking. However, it will still take about 90 minutes, the same time as it takes during off-peak times. The Wessex route study also proposes building an overtaking loop along the Havant to Guildford line that would enable faster services to overtake the slow services. If that was implemented, Portsmouth would be well on the way to having the same sort of services it had in the 1970s, when it was possible to get from Portsmouth to London in 75 minutes by train.

However, that is not all. That solution does not address the problem of connectivity within the Hampshire and Solent area. It is almost as fast to get from Portsmouth to Gatwick airport as it is to get from Portsmouth to Southampton airport, even though Gatwick is nearly five times the distance. To address the problem, all we need is the building of a chord at Eastleigh, or increasing the junction’s capacity to enable a train from Portsmouth to head south as well as north at the junction. That would enable a direct service from Portsmouth to Southampton airport and Southampton and save a lot of time.

The existing route to Eastleigh is made up of a number of single-track sections. Those have to be made into double-track sections, which together with upgraded signalling would enable service frequency to be improved, which would help to attract passengers. Network Rail estimated in its route utilisation strategy that that would cost £135 million. The improvements would not only help Portsmouth connect with its neighbours, but enormously improve the journey for passengers getting from Brighton to Bournemouth and Weymouth, and from Weymouth to Basingstoke, Winchester and London.

When high-voltage electrification of the main line takes place, train speed can increase and we can start getting the same level of service that the rest of the country enjoys. Overhead electrification in the region, as already partly allowed for in the electric spine proposals, would make a big difference to train speed, and I would like that included in any proposal. It would make technical sense. Modern rolling stock uses alternating current motors. Converting high-voltage AC from the national grid down to 750 V DC for the third rail and then converting it back to AC on the train to power it makes no sense at all. We already know that the South West Trains Desiro fleet is unable to operate on some parts of our lines at high speed because there is not the power capacity in the trackside equipment to permit it. High-voltage overhead electrification overcomes those problems.

Those measures would help improve productivity throughout the region. They would certainly help transform the economy in Portsmouth. In the “Rail Value for Money Study”, Sir Roy McNulty said that we should make best use of existing railways before considering new investment. The cost of the improvements as outlined is extremely small compared with that of new rail projects, such as High Speed 2 or Crossrail 2. There have been practically no major infrastructure rail projects on the line since 1967. The line from Portsmouth to Southampton was electrified only in 1989. In 2007, there was an expensive package of signal and power upgrades on the Portsmouth direct line. Not only did those works overrun, drawing a large fine for Network Rail, but we still have constant signal and power failures right from the point that the supposed upgrade was installed. That causes massive inconvenience for a large number of our constituents and damages our economic prospects.

Passenger satisfaction on routes from Portsmouth to London is among the lowest in the country. The latest national rail passenger survey shows that just 60% of passengers on the route think there is sufficient room. I am surprised it is that high, given the three-plus-two seating of the suburban stock on which my long-distance travelling constituents have to sit on their way to London. I am sure that some of my colleagues will talk about that. We now have no proper long-distance stock on peak services on the direct route from Portsmouth to London. Portsmouth passengers give a huge thumbs-down to the value for money of their ticket, with just 31% feeling satisfied.

Most of what I have covered is not new. It has been analysed, but nothing has been done. The measures would make journeys faster and have a major effect, taking people off the roads and making it easier to move around the whole area. The growth in passenger numbers on the Manchester to London line has increased by having services every 20 minutes. Increasing the number of trains an hour would be expected to help increase the numbers of passengers who travel by train in our area. The impact of faster trains on the economy along the Solent region, including a fast train from the south-west region and from Portsmouth to London, would be a massive boost to the southern powerhouse.

We must also remember our friends across the Solent. I am delighted that my hon. Friend the Member for Isle of Wight (Mr Turner) is here. I know he will have a lot to say. There are commuters who travel from the Isle of Wight to London every day. The Isle of Wight is a vital part of the regional economy. Its trade passes through Portsmouth with Wightlink and Hovertravel, and through Southampton with Red Funnel. I am delighted that a new operator, Scoot, is coming on to the Portsmouth to Cowes route. Improving rail links to the ports will help the Isle of Wight develop as a place to visit and to do business, and it will help the ports, too.

The Chancellor, while looking at the opportunities that could make up the northern powerhouse, must not forget the goose that lays the golden eggs in the south. The south requires only incremental amounts of investment to continue increasing production.

Portsmouth would be transformed by having a fast train service to London and along the Solent region. Any investment in our infrastructure will have an immediate impact on the local area, not forgetting that South West Trains already contributes £374 million per annum to the Exchequer, which could be reinvested to make that investment happen. I know that other Members will be talking about the quality of trains and the impact on their areas, but I hope that this debate will put down a marker to ensure that our rail infrastructure is upgraded to the same level as the rest of the country.