Rail Investment

Albert Owen Excerpts

Thursday 17th February 2011 Westminster Hall

[Mrs Ellman]

I thank the hon. Lady for her comments. That is an important issue and indeed it is extremely important that the Government spell out their case very clearly on the need for HS2, particularly given the considerable opposition to HS2 from a number of quarters. The Government must do that.

Finally, my Committee has recently returned from a visit to Brussels where we met the Transport Commissioner, European Commission officials and Members of the European Parliament, including members of the Transport and Tourism Committee. One of the subjects that we discussed was the UK’s failure to apply for funding from the European Union. We received information that suggested that the EU might be willing to part-fund the cost of feasibility studies into HS2, paying 50% of those costs. However, it appears that no application has been made for Trans-European Transport Networks, or TEN-T, funding, which could part-fund the costs of looking into HS2. Indeed, when members of my Committee questioned the Minister recently in our inquiry into European issues, it appeared that the UK was rather slow, or perhaps loth, to apply for European funding. I wonder if we could receive some assurance from the Minister today that the Government will look at that issue again, particularly the possibility of securing European funding for studies into the viability of HS2.

Deciding the priorities for rail is a very important task. Our Committee’s report was produced a year ago, but it is clear that the priorities and concerns that we highlighted are equally relevant today. I hope that this debate today will help to take the debate on rail priorities forward and help to secure increasing investment for the extremely important service that is our rail network.

[Albert Owen (in the Chair)]

Before I call Mr Paul Maynard, I wish to inform Members that I will ask Mrs Ellman to make some concluding remarks.

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On resuming—

[Albert Owen (in the Chair)]

Order. Before I call Gavin Shuker, I will just explain that I will call the Front Benchers at about 5.15 pm, as we have an extra 15 minutes from the Division. Four Members are trying to catch my eye, so if the next speakers can consider a time limit of 10 minutes, we will get in everyone who wants to participate in the debate.

[Gavin Shuker]

Thank you, Mr Owen.

As I was saying before we were so rudely interrupted by the business in the main Chamber, the Select Committee report concludes:

“Investment in improving transport infrastructure should be based on the long-term needs of the economy and society, not directed by the need for immediate public expenditure savings.”

In fact, the report spoke highly of the benefits of investing in our railways, recognising that enhancements often

“provide good value-for-money”—

what we put in regularly, we get back in increased usage. Targeted investment can have “important economic benefits” for community connection and regeneration, which means that not only the service provider, but our local businesses and communities cash in. The Government desperately need growth, and they must not ignore the potential for economic growth in the improvement of our railways.

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[Martin Horwood]

That is absolutely correct. The Select Committee report also mentions the importance of investment in rolling stock. It is important for the Government to take their time to get that right. There have been delays under both Governments, so that is common ground. Rolling stock is a significant contributor to the general level of expense in our railways. If it takes time to consider how to deliver more competitive prices for rolling stock, it might be a delay worth considering.

Smart ticketing was raised in the report. It is important that we have better integration of ticketing. The current system is confusing and often unfair. Claire Cook, my fantastic PA in my constituency office, regularly books me a first-class ticket on a Gloucestershire to London train for £21.50. That horrifies many of my constituents who pay several times more for a standard ticket on the same train on the same route. They do not seem reassured when I tell them that because they have, in effect, paid for my ticket too, they are really saving money. That really does not seem to go down well. The risk is that there is an unnecessary perception of high cost, because people do not realise that cheaper fares are available. The ticketing system must be addressed. We should move towards a system that is a bit more like Oyster cards in London. When someone uses an Oyster card, they can be pretty sure that they are getting the cheapest fare available for that route. The application of such a system would be a good thing for the whole country. Obviously, though, that is a technical and organisational challenge.

Finally, everyone regrets increases in fares. Even when we accept that fares have to increase, there is a need to examine the sharp practices by train-operating companies, such as shifting the time boundary between peak and off-peak, so that there are suddenly more peak fares than before, even though, technically, the price has not been raised. That is a stealthy way of raising prices for customers. The use of averages was a point very well made. The Government must be on the ball about fare increases and make sure that train-operating companies are not taking advantage of customers.

In short, we should attack the fundamental causes of the high costs—the lack of capacity, the supply and demand problems and the cost base of the railways. The Office of Rail Regulation has said that Network Rail is up to 40% less efficient than its European counterparts, which means that we have some fundamental problems. With the inflated cost of rolling stock and so on, there is clearly potential for the Government to address the fundamental costs of our railways. If they do that effectively and protect investment, we will have a transport system that any Government could be proud to say is better value for money, better for the environment and better for the travelling public.

[Albert Owen (in the Chair)]

Before I call Mr Gwynne, I remind Members that Mrs Ellman, as Chair of the Select Committee, will be making a few comments at the end.

Coastguard Service

Albert Owen Excerpts

Wednesday 2nd February 2011 Westminster Hall

[Albert Owen (Ynys Môn) (Lab)]

I congratulate the hon. Member for Truro and Falmouth (Sarah Newton) on securing the debate. I raised the issue of the need for a Government debate on the matter with the Leader of the House, because of its importance and the timing of the announcement a few days before Christmas. I want to praise coastguard workers, volunteers and officers, and to thank the Royal National Lifeboat Institution, among other organisations; I am a member of its council. Search and rescue is another important part of the mix, and we need proper co-ordination.

I have limited time—and will respect your judgment, Mr Hancock—and will concentrate on local knowledge and the Welsh dimension of that, which there has not yet been the opportunity to discuss, as well as previous inquiries by the Select Committee on Transport into the Maritime and Coastguard Agency. Those are important. I agree with what has been said about local knowledge. It cannot be managed by a centre far away. The response time and co-ordination are essential, and require local knowledge, which cannot be transferred from one part of the country to another.

The current process has more to do with centralisation than modernisation. I support devolution and real localism, and what is happening goes against that by centralising services in the most northern and southern parts of the United Kingdom, rather than having them dispersed in different areas. I think there is an element of cost driving the process for the Government. I am sad to say that, but I think it has the potential to lead to loss of life. I see the badge that the Minister is wearing; I served in the merchant navy for more than 17 years and I have some knowledge of the sea, having worked on it, and representing an island constituency, so I do not make those statements lightly: I believe them. I pay tribute to my hon. Friend the Member for Poplar and Limehouse (Jim Fitzpatrick) who, when he was the Minister, did not duck the issue but dealt with it and listened. He had representations from all sides of the House when there was the potential for closures in the past, but he did not feel he should move forward with the speed and haste that is being adopted now.

[Andrew George]

Will the hon. Gentleman give way on that point?

[Albert Owen]

I am not going to take any interventions. I apologise, but I know that some hon. Members have made two or three interventions, whereas I only have a short time and did not make any.

There is a Welsh dimension to the issue. Swansea would be the only coastguard left under the proposals. That is a long way from Holyhead in my constituency in the north-west, which is strategically important in the Irish sea. I pay tribute to all those hon. Members from the west coast of Scotland and, indeed, Northern Ireland and the north-west of England who have spoken. We should not be pitting coastal communities against each other. We are talking about the safety of the British coastline and we need strategically important coastguard stations in that strategic overview. That could be compromised.

There is also a Welsh language issue, to do with local knowledge and the identification of places. Incidents have occurred in other emergency organisations that have been centralised, and I should like the Minister to look into the matter. The fire service, ambulances and police in north-west Wales have gone to the wrong location because either they cannot pronounce the place name or they have mixed it up with another location of the same name. That is a question of lives, and it is far too important to deal with it by saving costs and centralising, putting the service at risk and exposing it even further.

Finally, in 2003-04 the Transport Committee looked into the future of the MCA and closures in Oban, Tyne and somewhere else—it escapes me. The Committee concluded that there was a need for a proper safety impact study, and I do not believe—there is no clarity about it—that that has been carried out, years down the line. It would be a crying shame to rush into a new closure programme when the safety impact studies have not even been done on the previous recommendations of the Transport Committee. Holyhead is strategically important. There is a Welsh dimension to the question. The Minister had the courtesy to phone me up about the matter. I said that I would raise it. Under the time constraints of this debate no hon. Member can do their area justice. We need a debate in Government time and I urge the Minister to suspend the consultation and proposals until the issues have been properly dealt with and seriously given the consideration they deserve.

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[Mike Penning]

No, I will not. I have listened to the debate. To be fair, hon. Members asked for a debate and I need to respond to it. As we go around the country, each station is paired with another one. However, there is not a transfer of knowledge. Falmouth is internationally renowned for its international rescue capabilities. If we have a problem in Falmouth, where does that get picked up? Nowhere.

[Albert Owen]

Falmouth.

[Mike Penning]

If Falmouth goes down, the relevant knowledge does not exist anywhere else.

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[Mike Penning]

The case that we heard earlier, which was brilliantly made on behalf of Falmouth, referred to the fact that it is the centre of excellence. That is the place with all the knowledge, all the information, all the expertise and skill. It is not duplicated identically across stations.

[Albert Owen]

Will the Minister give way on that point?

[Mike Penning]

I gave way previously because I specifically referred to Falmouth. If we are to go forward, we have to be honest with our constituents about what is going on. Let me just touch on some of the points and some of the things I have heard on the airwaves and read in the paper.

There will be no reduction in the cover provided to rescue people. The service provided by those fantastic almost completely voluntary people who give up their time to go out will be enhanced and invested in. That service will not under any circumstances be touched. We will invest and go forward. They know that. We worked with the unions very early on and we talked to them all the way through. It is wrong—really wrong—to use emotive language and say that people would die if these changes take place because there is no evidence for that. I listened to the hon. Member for Ynys Môn (Albert Owen) earlier talking about such things. I have been at incidents where people have died. I have gone in and done everything possible, like the people in the crew that was mentioned. We do not know whether that crew would have got there any quicker under a new or existing system. What I will do—this has been touched on several times in the past few minutes—is publish the risk assessment next week; not at the end of the consultation, but next week. That will mean that everyone, including hon. Members’ constituents, can look at it. I have been accused of not publishing it and not acting. It will be published next week and it can be part of the consultation as we go forward.