Construction Industry Training Board: Funding

Debate between Steve Race and Rebecca Smith

Wednesday 4th February 2026 Commons Chamber

[Steve Race]

I thank the hon. Member for his intervention, and I hope the Minister will cover these points at the end. We are grappling with rising costs for construction firms, and we need to support them, as I hope we will, with CITB, in the future.

[Rebecca Smith (South West Devon) (Con)]

Does the hon. Member agree that losing the skills and expertise of local training groups, such as the Plymouth Construction Training Group, which was formed in 1977 and has been funded by the CITB, and instead having centralised delivery from CITB in London, would be a retrograde step that risks us losing local construction skills?

[Steve Race]

I thank the Member for her intervention. I fear that she might be right, and I will come on to some of those issues and the feedback that I have received from local training groups across the country, and from small firms.

Local training groups have been vital in supporting micro and small employers to form local networks, and helping them to forge closer ties. They provide those businesses with local, low-cost training options, and with a paid officer who holds a wealth of local knowledge and experience.

However, the national CITB has chosen to de-fund all 55 training groups across the country, close the network down and re-allocate funding elsewhere. This was brought to my attention by Mr Peter Lucas, a constituent who runs a carpentry business, and who has been the chair of the national training group chairs committee. He impressed upon me the importance of the good localised work that training boards have been doing. He told me that training groups connect employers with a really broad spectrum of training for the sector—everything from training on how to use a dust mask properly to master’s degrees.

Training groups work with schools and colleges to promote construction, offer talks and information about the sector, and signpost people to the appropriate apprenticeships programmes. They also save the CITB vast amounts of money on training courses, as training groups source them more cheaply than is done at national level. They meet up and exchange ideas and best practice across the whole of Britain, with everyone gaining more knowledge. Each training group has, until this year, been given £35,000 from CITB to fund their group training officer—money that comes from the levy that members of the training group have paid to the CITB. Without the grant, the training groups will likely close, and with the loss of the groups, vital local networks and local knowledge will be lost. Certainly, the local training group for Devon has been a success and is well-liked. Indeed, I applied for this debate not just because of the compelling case put to me by Mr Lucas, but also because of the outcry from local firms when I posted about my meeting on social media.

Matthew Cousins, who runs Apex Scaffolding in my constituency, an active member of the local south-west CITB steering group, told me that the company faces ongoing challenges in recruiting and retaining scaffolders. With an ageing workforce, and given the increasing difficulty of attracting young people into this profession, it was very surprised that CITB has chosen to cease funding the training groups, especially considering the levy costs that the employers are required to pay.

Rail Services: Devon

Debate between Steve Race and Rebecca Smith

Wednesday 11th December 2024 Westminster Hall

[Steve Race]

I absolutely agree that for many people in the lowest-paid jobs or who work night shifts, the lack of transport over the Christmas holidays and at regular times is a real challenge.

Research commissioned by the Rail Delivery Group shows that the rail industry generated £1.1 billion in economic, environmental and social benefits to the south-west over the previous year, and that rail customers contributed £2.7 billion through spending in local communities. If we secure 40% rail growth by 2035 by delivering improvements to our network, that could bring an additional £700 million in benefits to the south-west. Greenhouse gas emissions locally would decrease by 1,200 tonnes; congestion, which blights my city, would be reduced by 8 million hours; and 72 road traffic accidents would be prevented.

At the moment, according to projections by the Railway Industry Association, rail travel is expected to grow by an average of 1.6% annually over the next three decades. That would equate to a 20% increase in rail usage by 2035, potentially raising the industry’s contribution to regional benefits to about £1.5 billion. So, an increase of 40% might seem like a stretch, but it is not beyond our capabilities if we get things right in Devon. I hear those present asking, “How could we deliver such an increase?” As Members from Devon who are present will know, there are a significant number of projects at various stages of readiness that could be initiated to achieve that 40% increase.

First of all, there are the Dawlish sea wall works. Alongside considering expansion, we must consider the resilience of our current rail network, keeping the gains that we have already made. When the devastating storm of 2014 hit, the sea wall at Dawlish collapsed. Alongside the cliff wall collapses, that meant that the only rail line west of Exeter, Brunel’s magnificent main line into Devon and Cornwall, was severed, cutting off the majority of our peninsula from the rest of the rail network.

The south west rail resilience programme was enacted across five phases to repair and enhance the sea wall, repair the cliff walls and enhance the line. Phase 5 runs from Parson’s Tunnel to Teignmouth and is focused on stabilising the cliff face, so that it does not fall on the railway line again. It is a vital part of the project that is yet to be signed off. In the south-west, we are well aware that ever more numerous and ever more devastating storms are sweeping across our peninsula every year, so resilience must be prioritised to protect the rail system.

Secondly, improving our rail resilience in Devon and across the south-west means reducing total reliance on the Brunel line. We have an alternative that we can build upon—the partial restoration of the Exeter-Plymouth line north of Dartmoor via Okehampton and Tavistock. The reopening of the Exeter-Okehampton line has been an enormous success, opening up and connecting communities along the way. The previously mothballed rail line that runs between Okehampton and Exeter was restored in just nine months and delivered at £10 million under its £50 million budget. It opened in November 2021 and in the three years since it reopened, 775,000 journeys have been made on that line, far exceeding the expectations ahead of its reopening. Indeed, October 2024 saw 40,000 journeys to and from Okehampton on that line, which is a new monthly record. The appetite for rail journeys is clearly there in Devon.

[Rebecca Smith (South West Devon) (Con)]

I absolutely welcome the hon. Member’s comments about the success of the Exeter-Okehampton line; the figures speak for themselves. Does he agree that the success of that line highlights why the cost of keeping the Tavistock-Plymouth line going, as set out in its business case, is a really small ask—only 1% of the cost of the rebuilding railways project nationally—and that our little bit of that previous scheme would be very welcome in our region, particularly in Devon?

[Steve Race]

I thank the hon. Member for that intervention. I agree that what we need across Devon is to look at all these shovel-ready projects from business case onwards, to work out what will deliver the most economic value for our region and to support the mission to get economic growth going.

Connecting Okehampton to Tavistock, and connecting Tavistock to Plymouth—making sure that work continues —will create an alternative through route that will increase resilience in Devon and better connect the economies of both Exeter and Plymouth deeper into Devon, delivering much-needed growth and opportunity across our county.

Thirdly, the Salisbury-Exeter section of the South Western line is currently largely single-track; in fact, 75% of it is single-track. That has a huge impact on the available capacity of the line, and of course punctuality. Only about 54% to 66% of trains on that section currently run on time and the regularity of the service can really only stand at about one train per hour due to the constraints on the track.

Investing in passing loops through and around Tisbury, Whimple and Honiton west of Feniton, and investment in signalling that has not been updated for 40 years, will enable more journeys and better punctuality on a line that is vital for completing the Devon Metro project. That project aims to integrate and enhance rail services in the Exeter travel-to-work area, which will aid Exeter’s vital strategic position as the gateway to the south-west peninsula. It will bring communities across Devon together in one transport network that can deliver trains at least every half hour, and up to every 15 minutes. People in London may well raise their eyebrows at that.

Fourthly, I want to mention the North Devon Railway Development Alliance, members of which I met recently. They impressed on me the importance of their vision for a complete modernisation of the Exeter-Barnstaple line, allowing potential improvement outcomes.