Future of Rail Manufacturing

Alex Cunningham Excerpts

Tuesday 23rd April 2024 Westminster Hall

[Alex Cunningham (Stockton North) (Lab)]

It is a pleasure to serve under your chairmanship, Sir Gary. I am terribly concerned that Britain is facing a cycle of managed decline, so I congratulate my hon. Friend the Member for Easington (Grahame Morris) on securing this debate, which addresses some of that.

I spoke to Hitachi Rail ahead of this debate, and it cannot be stressed enough that if the Government do not take robust action, the company will see a colossal loss of skills and capability, and could be talking to its staff within very few months. Let us not forget that, thanks to an agreement with the Government of the day and as a consequence of the tremendous work of my former colleague Phil Wilson, it invested £110 million to open the state-of-the-art train manufacturing facility in 2015. It has 750 highly skilled workers and supports 1,400 jobs in the wider supply chain—many in my Stockton North constituency. Now, just nine years later, the company is needlessly facing a gap in its workload. It has a two to three-year production gap from when the last train leaves in March 2025. Unite’s press release confirms that work on those contracts is set to decline by October 2024.

Hitachi Rail tells me that it started engaging with the UK Government more than two years ago on this issue, and more importantly, on the solution. There was a visit from the Prime Minister, who was briefed on the challenges and the solutions. During that visit, he promoted the world-class manufacturing taking place. Hitachi Rail identified a contract variation for an additional 29 of the Avanti West Coast trains that are currently being manufactured. The volume of work and the ability to exercise and option an existing contract in the necessary timeframe made this the best way to maintain the skills base and bridge the production gap to HS2. It is a genuine long-term solution to the challenge.

As part of those discussions, Hitachi Rail also proposed the hybridisation of the Newton Aycliffe site, which entails investment so that maintenance work, bogie overhaul and repair work can take place at the site. However, those hybridisation—that is a new word to me, Sir Gary—solutions alone cannot maintain the manufacturing skills base. After two years of regular engagement, the UK Government informed Hitachi Rail in March 2024 that they were unable to exercise that option, citing the risk of third-party legal action as being too high.

Receiving a negative decision so late in the process means that finding viable solutions in the necessary timeframe increases the risk for the workforce. Of course, it is 19 years not nine years since the factory opened. Sharon Graham, Unite’s general secretary, said:

“The government needs to pull its finger out and tender the extension of the West Coast contract to Hitachi immediately. Ministers talk a good game about levelling up. The fact is, however, that at both Hitachi in Newton Aycliffe and Alstom in Derby, workers are in disbelief that ministerial incompetence is delaying announcements that would safeguard highly skilled jobs.”

We in the north-east have been let down time and again by the Tory Government. Not so long ago, the world-renowned Cleveland Bridge and Engineering Company at Darlington was abandoned. Before that, they abandoned primary steelmaking, and not long after that, they failed to support the communities that had invested in the Sirius mine and allowing it to be sold to one of the world’s biggest companies.

It is vital that trade manufacturing in the UK is seen as part of the long-term strategy for rail and that it does not go the same way as the likes of Cleveland Bridge and Engineering Company, which built the Sydney Harbour bridge and the Tyne bridge, among others. Some of the best trains are being built in this country, and we need to do much more of that. A Labour Government would exercise the option to bring forward the work, and today’s Government should do likewise. I hope the Minister understands that and will revisit all the negative decisions taken around this crisis to ensure the industry’s long-term and continual viability.

--- Later in debate ---

[Stephen Morgan (Portsmouth South) (Lab)]

It is a pleasure to serve with you in the Chair, Sir Gary.

I start by thanking my hon. Friend the Member for Easington (Grahame Morris) for securing and opening this important debate. It has been a well-informed and timely debate, and I thank all hon. Members for their contributions to it. My hon. Friend spoke with real knowledge and understanding of the transport network, including the current challenges facing the rail sector and rail manufacturing. He spoke about the consequences of a lack of an industrial strategy and the value of rail manufacturing jobs, not only to local communities but to wider regions, stressing the need to honour existing contracts to help secure the future pipeline of work.

My right hon. Friend the Member for North Durham (Mr Jones) was absolutely right to say how vital a steady drumbeat of work is to secure rail manufacturing for the future. I know that he knows that very well from his extensive work on shipbuilding and I thank him for the points that he has made today.

Other Members made very valuable points with regard to the need for a long-term, holistic view of what is required to secure work for the future. My hon. Friend the Member for Stockton North (Alex Cunningham) shared concerns about the delays in ministerial announcements and the implications of those delays, while my hon. Friend the Member for Ilford South (Sam Tarry) spoke about the Government not taking seriously their commitments to support industry and jobs, and about what that means in terms of putting the sector at risk.

As we have heard, Britain’s rail manufacturing is in a state of crisis. In Derby, 1,300 jobs are at risk at Litchurch Lane, a factory that has been making trains for 150 years. Another 700 are at risk in Newton Aycliffe, and more than 16,000 jobs are at risk in the supply chains.

Behind these jobs are people with decades of experience and expertise and centuries of family history in our rail sector. When I visited Alstom last year, I met people who were following in the footsteps of their parents, grandparents and great-grandparents by working on that site. They had no plans to leave, but the uncertainty of the past has already caused so many to do so. This uncertainty has been extremely worrying for those in jobs that are at risk and for the rail sector as a whole, which has been unable to plan for the years ahead.

The frustrating thing is that all this has been avoidable. Both Alstom and Hitachi are clear that their uncertain future is thanks to the Government’s inaction. Ministers have been warned about the feast and famine of rolling stock pipelines for years, yet they have continued with the short-term, sticking-plaster approach, which has created a crisis in our rail manufacturing sector. Instead of confronting this problem, the Transport Secretary spent months with his head in the sand, saying that a deal to save jobs was out of his hands. As a result, deadlines were missed, skilled workers have left for jobs elsewhere and supply chain companies have gone bust. The contractor Paintbox went into administration last year when its work painting new carriages in Derby dried up. Motherson, which did the wiring on trains, pulled out of the site, and Solo Rail Solutions in Birmingham, which made the doors, appointed administrators earlier this month.

This is not just about job losses; what the Government do not seem to recognise is that huge industries cannot simply be turned on and off. Laying off workers means a loss of skillsets that take years to replace. It also means a loss of capability in the British market, which means less competition, more imports and rising costs for future procurements.

Last week, the Transport Secretary proposed a last minute order of Elizabeth line trains from Derby, but no formal deal has yet been reached. However, if one is reached, let us be clear what this will mean: another short-term sticking plaster that reveals the gaping hole in the Government’s non-existent industrial policy and means we are likely to have another groundhog-day experience with Hitachi in the months to come—more workers fearful for their job security, more families moving away due to uncertainty and more supply-chain companies struggling to survive.

[Alex Cunningham]

In my speech, I mentioned that the Government are using their problem with the level of risk to bring forward procurement. Does my hon. Friend agree that we have to balance that risk with the risk of losing all those skills in cases such as that of Hitachi?

[Stephen Morgan]

My hon. Friend is absolutely right. We need to bring consistency and clarity to the sector, so that the investment can take place. Many Members have said as much, and I thank my hon. Friend for putting that message on record.

This is a time when our rail industry needs certainty, stability and leadership. The managed decline that we have seen from this Government is only putting our railway jobs at risk. The Minister has many questions to answer. Other hon. Members have already asked many questions, so I ask him only one: what is he doing to stop a repeat of what we have seen in Derby over the past year happening in Newton Aycliffe in the coming months and elsewhere down the line? I look forward to hearing the Minister’s response and would like to restate my thanks to my hon. Friend the Member for Easington for tabling this debate.

--- Later in debate ---

[The Minister of State, Department for Transport (Huw Merriman)]

With pleasure, Sir Gary. It is a pleasure to serve under your chairmanship. I start by thanking my good friend, the hon. Member for Easington (Grahame Morris), for securing this important debate on the future of rail manufacturing and for his engaging and impassioned speech. He is always a real warrior for the railway and the workforce. Rail remains a top priority for the Government. It connects people to places, delivers the goods we rely on and, as we have heard during the debate, supports jobs in our communities.

Turning straightaway to rolling stock manufacturing, since 2012 the Government have commissioned 8,000 new rolling-stock vehicles—that is out of the 15,600 we have in total. That has encouraged four train manufacturers to set up shop here in the UK. It is worth stating for the record, because it could have been missed in what has been said this afternoon, that in 2010 there was only one train manufacturer. We now are proud to have four. We are very keen to ensure that the four thrive and survive. I will come on to that point later in my speech.

These businesses are now assembling and building trains, while bringing growth to local communities. The average age of rolling stock has fallen from 21 years in 2016 to just under 17 years today. The hon. Member for Easington pointed to one particular train operator that has had a longer tenure, but I tend to look at the entirety of the network, and the average age is under 17 years, which is less than half the average life span for a vehicle, which tends to be 35 to 40 years. Britain’s modernised fleet of trains offers improved comfort and services to passengers across the country, while benefiting the UK rail supply chain, which came together to design, manufacture, paint and assemble the new trains. We have a workforce to be proud of. It is right that train manufacturing is a competitive, commercial market.

[Alex Cunningham]

The Minister was talking about the comfort of travelling by train. I would like to personally invite him to take a trip with me from Darlington to Saltburn on the train one day, and we will see what comfort we have to put up with in the Tees Valley.

[Huw Merriman]

Look, I travel by train all the time, not just on my own line, which I believe has the oldest train stock, but across the country. I spend every single week travelling by train across the country. I am sure at some point I will experience that part of the country as well. The facts do not lie. Out of our total of 15,600 trains, 8,000 are new trains that have been built since 2012. That shows that improvements are happening, but there is more to do, and I am always keen to do more.

It is vital that rolling-stock-owning companies continue to play their role. The private sector has invested around £20 billion to transform our train fleets for passengers. Trains are major assets, and there will naturally be procurement cycles. Our travel habits have changed since the covid pandemic. While passenger numbers are now stabilising, we are still seeing a reduction in revenue. Despite this, the order of 54 high-speed trains for phase 1 of High Speed 2 remains unchanged. There has also been a sizeable contract awarded recently to LNER, and there are upcoming procurements in the market being run by Northern, Southeastern, TransPennine Express and Chiltern. This process will be open to all manufacturers, as is right. Over the next two to three years, we envisage contracts being signed for over 2,000 new vehicles, with a total value of more than £3.6 billion.

Competitions for procurements to upgrade existing rolling stock fleets are also in the works. East Midlands, Chiltern and CrossCountry are due to modernise their existing fleets. With several other operators, such as Avanti West Coast and the Angel Trains Pendolino fleet, refurbishment is already under way. None the less, we recognise that some manufacturers face gaps in their order books over the next two to three years. I disagree with the claim by the hon. Member for Easington that the Government have not acted quickly enough on potential job losses at Alstom and Hitachi. The Secretary of State and I have been involved in discussions with both companies over several months.

This is a complex issue. There are no straightforward solutions, and any intervention must comply with the law while ensuring value for passengers, taxpayers and Governments. As I referenced in the Chamber last week, Siemens gave us a good example of that by challenging in court the award for HS2 that went to Hitachi and Alstom. The Department was found to have won on every single point. That acts as a guiding point for how we must make our tendering process work. If we do not make that work and we award contracts that are ruled unlawful by the courts, we create more uncertainty for the workforce, which we are doing our best to help.

[Alex Cunningham]

Will the Minister give way?

[Huw Merriman]

I have not got time, so I am sorry, I will not give way.

I am pleased to report my right hon. Friend the Transport Secretary had a constructive meeting last week with Alstom’s chairman and CEO and its UK and Ireland director. We have now entered a period of intense discussion with the company. It would not be appropriate to go into the details of those conversations at this stage. Work continues at pace, and I know the Transport Secretary plans to update the House at the appropriate time.

With regards to Hitachi, last week the Transport Secretary met Unite’s assistant general secretary and representatives from Hitachi’s Newton Aycliffe plant. I met a representative from Hitachi in Parliament yesterday as well. The Secretary of State was able to explain the facts of the situation and the Government’s position, facilitated by my hon. Friend the Member for Sedgefield (Paul Howell), who has assisted greatly. The Department remains keen to work closely with Hitachi to help the company find a solution. We strongly encourage Hitachi to continue to engage constructively with us.

The future for our plants is very much focused on exports, as it has to be. Now that we have four train manufacturers it is key for us to work with those manufacturers so that products that are designed and built in the UK are exported abroad and we can grow the plant. I will add that when it comes to rail infrastructure investment, we have published a £44 billion five-year funding settlement for Network Rail’s operations, maintenance and renewal activity in 2029, which provides further opportunities for UK rail manufacturers and suppliers.

The key to the future of rail manufacturing is to continue to invest in rail across the entire network. The £12 billion that we have just announced to help Northern Powerhouse Rail better connect Liverpool to Manchester and deliver new routes and stations across the north will provide more opportunities for train manufacturers and the rolling stock that they will produce. That is where the TransPennine route upgrade will help with the TransPennine Express order, which is to market. Of course, Network North also saw our commitment to deliver on the Ferryhill scheme, subject to a successful business case at each stage. I thank my hon. Friend the Member for Sedgefield for his unwavering commitment.

It has come up a number of times, so I will thank the Transport Committee for its work carrying through rail reform as the pre-legislative scrutiny Committee. I note there are six current or former members of the Committee in the Chamber for this debate. The Chair of the Committee, my hon. Friend the Member for Milton Keynes South (Iain Stewart), is spot on in saying that it gives us a longer-term, holistic approach to allow the railway to organise itself. One would hope that industry will be better supported by that holistic approach. I am very grateful for the work that the Committee is doing.

Time does not allow me to continue, but I shall conclude by saying that I cannot overstate the role of rail manufacturing in supporting a growing economy. We are really proud of the four train manufacturers we now have in this country. We want to do everything we can to work with them and the individuals working in the wider rail supply chain. Their jobs matter hugely to us. We understand the uncertainty and we are working hard to unblock it. That is why the Government are committed to working with businesses to overcome the challenges and maximise the opportunities ahead, both at home and abroad. We work towards our shared ambition to bring track and train together with rail reform, and support our fantastic rail and train manufacturers.

Rail Manufacturing: Job Losses

Alex Cunningham Excerpts

Tuesday 16th April 2024 Commons Chamber

[Huw Merriman]

I thank my hon. Friend because—as he puts it himself, but he is being too modest—he is working with us constantly to ensure that Hitachi’s concerns are addressed. We have met Hitachi a number of times. We have great faith in its leadership, and we work closely with them. It is not consulting on any changes to the workforce at the moment. As I have mentioned, it has a share in the order for the 54 HS2 trains. He is absolutely right that the way we will fix these issues is to provide certainty through the tenders coming forward, to continue to invest, to try to get more exports for these train operations, and to work together in a collegiate way, not with scare stories. That is something I am determined to do, and I thank him for the work he does to that end.

[Alex Cunningham (Stockton North) (Lab)]

This is political, because this Government have got form in failing industry in the north-east. They abandoned primary steel making on Teesside, they failed to back local investors in the Sirius mine and they allowed the world-renowned Cleveland Bridge & Engineering Co. to collapse, despite promises to save it. Now they are at it again, and this time it will affect countless people from my constituency, which is the home of the first passenger railway. In a statement made just an hour ago, Hitachi has said it wants to continue to explore solutions so that the skills and investment it has in the region are retained. There is no doubt that these are at considerable risk. Is the Minister really prepared to fail Hitachi, and provide yet another example of how the Tories have abandoned the north-east?

[Huw Merriman]

The hon. Member’s argument is slightly punctured by the fact that Hitachi built its plant after the Conservative Government came to power, because it understands that we support businesses, attract businesses and want them to succeed not only with domestic orders, but with export orders. To say that we are abandoning it, when I have just described how we have had 8,000 new rolling stock vehicles produced since 2012 and the average age has gone down from 21 years to 16.8 years, rather demonstrates that he does not know what he is talking about.

Great British Railways HQ: Darlington Bid

Alex Cunningham Excerpts

Tuesday 7th December 2021 Westminster Hall

[Peter Gibson (Darlington) (Con)]

I beg to move,

That this House has considered Darlington’s bid to become the home of Great British Rail.

Thank you, Sir Gary, and it is a pleasure to serve under your chairmanship. I thank my Tees valley colleagues for attending to show their support, and Darlington Borough Council for its ongoing work to help to bring the headquarters of Great British Railways to Darlington.

Perhaps it was inevitable that our railways should feature heavily in my work as the Member for the great railway town of Darlington. Over the last 24 months during which I have had the privilege to serve in this place, railways have featured extensively, both here in Parliament and at home in Darlington. To quote the father of the railways, Edward Pease,

“thou must think of Darlington; remember it was Darlington sent for thee.”

Those words are as relevant today as when they were spoken two centuries ago, and they led to the route of the railway line from Shildon to Stockton incorporating Darlington. Edward was a visionary who used infrastructure as the basis for levelling up. However, for too long, those words and Darlington’s position as the birthplace of the railways have been overlooked and ignored.

[Alex Cunningham (Stockton North) (Lab)]

I always enjoyed my little spats with the hon. Gentleman’s predecessor, Jenny Chapman, when we both claimed our respective towns were the real home of the railways. The first passenger line went from Stockton to Darlington. We agreed that it started in Stockton, but, she said, with Darlington money. Surely Stockton is the real birthplace of the railways. The hon. Gentleman should set aside his ambition to bring these headquarters to Darlington and work with me and the hon. Member for Stockton South (Matt Vickers) to bring them to Stockton, the real home of the railways. After all, Darlington is getting all those civil service jobs. We need to be levelled up.

[Sir Gary Streeter (in the Chair)]

A reminder that interventions should be brief.

--- Later in debate ---

[Peter Gibson]

I am once again grateful to my hon. Friend for his intervention. However, my job is to champion all that is great about Darlington, and push for continued investment and new jobs. I will not dissuade him from continuing his campaign, but my job here is to champion Darlington’s cause.

[Alex Cunningham]

Will the hon. Gentleman give way?

[Peter Gibson]

I will give way one more time, and then I really must make some progress.

[Alex Cunningham]

I am grateful to the hon. Gentleman for giving way. We are all Tees valley MPs in this Chamber this afternoon. I would like to send a message to the Minister. I am old enough to have been there in Darlington as a schoolboy when we celebrated the 150th anniversary of the Stockton to Darlington railway. I hope to still be around when we celebrate the 200th anniversary. Our message from Tees valley is that we want it in the Tees valley. We might fight among ourselves over it, but we want the headquarters of Great British Railways in the Tees valley.

[Peter Gibson]

The hon. Gentleman should know that we can work together, just as he has worked with my hon. Friend the Member for Cleethorpes (Martin Vickers) on the campaign for a hospital in his constituency, and just as all the Tees valley MPs have worked hard to secure the Darlington economic campus. However, at this stage in the discussions about the home for Great British Railways, there is nothing wrong with a little bit of friendly competition between me, the hon. Gentleman and my hon. Friend.

My right hon. Friend the Chancellor has already been working in Darlington and was recently spotted in its redeveloped market hall. That redevelopment complements the rejuvenation of the town centre, with £23.5 million secured from the towns fund, allowing our town to reverse the disastrous changes of the past and making Darlington a thriving market town once again.

Only a few weeks ago, the Chancellor announced millions more in his autumn Budget to revolutionise transport in the Tees valley—vastly improving regional connectivity. At its centre will be the redeveloped, modern Bank Top station, which will help the thousands of civil servants, along with Ministers, to move freely up to the town from London and make journeys locally, connecting the northern economic campus with the new freeport along the Tees. This £105 million transformation will revolutionise rail capacity north of York, increasing the frequency and reliability of services. The redevelopment of Bank Top will increase capacity with three new platforms, a new station building, car park and improved public access, adding to and enhancing the splendour of our grade II* listed station. This will turn Bank Top into a regional hub that is fit to serve not only Darlington and the Tees valley but large parts of south Durham and North Yorkshire. I also warmly welcome the recent award of £50,000 for a feasibility study on the reopening of the Darlington to Weardale railway, which will further enhance connectivity and opportunity.

In addition, we are restoring our rail heritage. I pay tribute to Network Rail, Darlington Borough Council and the A1 Steam Locomotive Trust, which have worked hard locally to maintain Darlington’s Skerne bridge and to brighten up three other historic railway bridges in Darlington. With reeds and weeds already cleared from Skerne bridge and the continuation of the £60,000 project to restore three of the bridges, two having already been repainted, our town centre is already looking like the natural place to find the headquarters of a national railway, with green livery aplenty and the restoration of the town’s proud crest, replete with Locomotion No. 1 at its heart.

There is, of course, more to be done, and I will continue to push Network Rail to ensure that the restoration of North Road bridge is completed and, most importantly, that our Bank Top station has tactile paving installed, something that has been called for by the excellent Darlington Action on Disability group.

We may have lost our huge carriage works many years ago, but sleek new Azuma trains roll off the production line just a few miles up the road at Hitachi Newton Aycliffe, where many of my constituents work. The Minister will also be aware of the wonderful work of the A1 Steam Locomotive Trust, which hand-built Tornado, the new steam train licensed to operate on the mainline, and I look forward to the Prince of Wales engine, again hand-built in Darlington, joining its sister on the network very soon. With thousands of civil servants moving north, the redevelopment of Bank Top and the restoring of our railway heritage at this pivotal moment in our town’s railway story, bringing the HQ of Great British Railways to Darlington just makes sense.

As I have already set out, we have secured Darlington’s future prosperity and growth through the movement of civil servants north, the creation of a new freeport on the River Tees and the investment in our town centre. However, as my hon. Friend the Minister will know, Darlington’s railway connections are under threat once again from London North Eastern Railway. Our greatest worry is that, even though we recently saw off the proposed changes to next year’s timetable on the east coast main line, the proposals are back, and I am worried that they will lead to a further act of betrayal of Darlington, robbing us of vital connectivity.

We know that there will be a growth in the number of journeys made from Darlington’s Bank Top station. Indeed, estimates show that within a decade an additional 340,000 passengers will be using the station every year, yet proposals for May 2022 risk leaving the town poorly connected, with regular services to London and Edinburgh slashed. Locating the Great British Railways HQ in Darlington would undoubtedly soothe the worries of my constituents as we bounce back from the damage done in the past, and it would further restore our town’s pride in its historical connections with the railways.

I need not repeat the myriad Government Departments coming to our proud town. The reasons are manifold: our proud history, local talent, connectivity, levelling-up opportunities and reversing the brain drain from the north-east. There are, of course, many other notable towns bidding for the HQ—Crewe, York, Derby and, as we have already heard, Stockton—but ours is the only bid backed by the people of Darlington, whose forebears created and built the railways, and I am proud to work closely with Darlington Borough Council to unite the town behind the bid. I trust I have conveyed to the Minister the desire and the need to put the HQ of Great British Railways in Darlington. We have the heritage, the history, the connectivity, the ingenuity and the people. I will conclude by imploring the Minister to choose Darlington as we build on a legacy of the past, secure our present railway and deliver for the future.

[The Minister of State, Department for Transport (Chris Heaton-Harris)]

It is a pleasure to serve under your chairmanship, Sir Gary. I am not sure I have served under your chairmanship before. You might recall that I am a football referee in my spare time, and it feels as though we have had a bit of a derby between Stockton and Darlington this afternoon. Before I respond to the various points made by hon. Members, I want to thank my hon. Friend the Member for Darlington (Peter Gibson) for securing this debate and putting across his points so forcefully and politely, and also for allowing his colleagues from across the Chamber to contribute. He is a very good parliamentarian and conducted this debate excellently.

Only a couple of weeks ago I was in this Chamber debating the merits of York as a potential headquarters. It is genuinely heartening to see right hon. and hon. Members doing outstanding work up and down the country, preparing bids for their cities and celebrating the rich railway heritage of this country, no matter where it may be. It is equally heartening to see all the Tees valley MPs working together—and a bit apart, but mainly together—to put forward the case for the Tees valley, and I thank the hon. Member for Stockton North (Alex Cunningham) for his contributions. He has announced that he might be leaving this place at the next election, which would be a tremendous loss, but the way he has conducted himself in this debate shows that he is doing the best for Tees valley, and should be commended for it.

We are all aware of the important role that Darlington and County Durham played in the formation of the railways, with that county deserving the name of “the cradle of the railways”. It was the home of the world’s first public railway to run steam locomotives, as we have heard: the famous Stockton and Darlington Railway—I am quite sure that is the right way around, but I am very careful about what I am saying now—which opened in 1825. As my hon. Friend the Member for Darlington said, when designing the route for that railway George Stephenson at one point suggested that it bypass Darlington altogether. That was when Edward Pease, a local Darlington manufacturer and main promoter of the railway, replied,

“George, thou must think of Darlington; remember it was Darlington that sent for thee”,

securing its position in the rich railway heritage of this country.

Today, Darlington houses the Head of Steam railway museum in the historic North Road station building, which opened in 1842. That museum is home to several locomotives, including the replica of Locomotion No. 1, which appropriately was the train that connected the two great towns that have been the subject of a minor debate here today. I am sure it went from both Stockton to Darlington and Darlington to Stockton with equal gusto.

A place as steeped in the history of this country’s railways and, indeed, the world’s railways as Darlington and County Durham will always have an important role to play. As evidenced by my mailbox, there are a few other places across the country that have played an important part in our proud railway heritage, and which right hon. and hon. Members are proud to represent. I look forward to the next debate in this Chamber in which I get to learn about the railway history of another place, but it has been a delight to hear celebrated all that is good about Darlington’s rail past, rail present and, as my hon. Friend said, rail future.

I do not want to bore Members with a repeat of the speech I gave in the York debate—although I am very good at doing choruses and am available for karaoke at Christmas parties if they are allowed. However, I think it is important that we remind ourselves of the Government’s aim, which is a world-class railway that works seamlessly as part of a wider transport network, delivering opportunities across the nations and regions of Great Britain. In the Williams-Shapps plan for rail, published in May this year, we set out the path towards a truly passenger-focused railway underpinned by new contracts that prioritise punctual and reliable services, the rapid delivery of a ticketing revolution with new flexible and convenient tickets, and long-term proposals to build a modern, greener, and accessible network.

[Alex Cunningham]

There is a bypass around Darlington at the moment, all the way to Stockton, which the Minister may like to bear in mind. He might have enjoyed the small spat between the Tees valley MPs as we bid for the headquarters, but I wanted to tease him a little and ask him how he is going to ensure that Great British Railways is in fact British, particularly given that much of our railway sector is run by foreign companies, the latest example being that Chiltern Railways is now run by a company owned by German state railways.

[Chris Heaton-Harris]

I say to the hon. Gentleman that those private operators are great innovators in our rail market. Rail privatisation has doubled the number of passengers being carried on our railways over the course of the past decade or so. That is something to be celebrated, because it took place at a time when the view that we need to decarbonise our transport network—which all parties now share—was not quite so widely held. Innovation that has been brought in by private operators should be celebrated, no matter where in the world they come from.

Oral Answers to Questions

Alex Cunningham Excerpts

Thursday 4th November 2021 Commons Chamber

[The Parliamentary Under-Secretary of State for Transport (Trudy Harrison)]

I can assure my hon. Friend that our intention for this consultation is to prevent modifications that negatively impact on road safety, vehicle security and the environment. Department for Transport officials have been instructed to ensure that proposals do not prevent activities such as restoration, repairs or legitimate improvements to classic cars, or do any damage to the motor sports businesses involved in these activities. Motor sport is an important sector for society, our economy and our heritage and I thank my hon. Friend for all that he does in championing this important area, as he is a fantastic advocate.

[Alex Cunningham (Stockton North) (Lab)]

T2. Rail services on, to, and from Teesside are probably some of the worst in the country, with hand-me-down diesel trains and intermittent services. Soon we will have the 200th anniversary of the start of the railways, which was the Stockton and Darlington railway. Any chance of improvements before then?

[The Minister of State, Department for Transport (Chris Heaton-Harris)]

There are a whole host of massive improvements going on across our railways. I will happily meet the hon. Gentleman to talk about individual diesel multiple units around the Stockton area and how they can be improved. The massive increase in new rolling stock on our railways is extraordinarily good for all passengers up and down the country, and helps with our decarbonisation targets.

Oral Answers to Questions

Alex Cunningham Excerpts

Thursday 12th March 2020 Commons Chamber

[Grant Shapps]

My hon. Friend was absolutely right last week to raise the issue of the so-called ghost flights; I think he was the first person to raise the matter in this House. I have since written both to the slots allocator in this country, Airport Coordination Limited, and to the European Commission, which has indicated that it will alleviate those slots to stop empty flights flying. My hon. Friend is also right about the pressure that the airlines are under, and we are doing further work with the Civil Aviation Authority and the EU, particularly over EU regulation 261. I would be very happy to meet him to discuss the matter.

[Alex Cunningham (Stockton North) (Lab)]

6. What steps he is taking to increase bus patronage.

[The Secretary of State for Transport (Grant Shapps)]

The Bus Services Act 2017 introduced powers for local authorities and operators to work to grow their patronage. That is in addition to the £5 billion national bus strategy that I just mentioned.

[Alex Cunningham]

Will the Secretary of State back the “Bring Back the Buses” campaign to reconnect communities and isolated villages in my area that have lost their services?

Flybe

Alex Cunningham Excerpts

Thursday 5th March 2020 Commons Chamber

[Kelly Tolhurst]

I understand my hon. Friend’s concern regarding the airport in his locality, but, as I have outlined, we have been clear about having a review of regional air connectivity and making sure that we truly understand the solutions. Once we have done that, we can work out ways to move forward. But today is very much about short-term solutions and the reaction to the collapse of Flybe. There are many issues, and I am more than happy to discuss them with my hon. Friend and other colleagues after the statement.

[Alex Cunningham (Stockton North) (Lab)]

As the Minister will be aware, one of the partners in this failure is Stobart, which operates Teesside airport on behalf of the Tees Valley Mayor and was contracted to do the job because of so-called expertise in the industry. This must be an added anxiety for the Mayor, who has seen losses increase at the airport under Stobart’s management. He said that it is business as usual this morning for flights, despite many of them being dependent on Flybe systems. Can the Minister also guarantee that all flights from Teesside will operate as normal and that there is no cause for concern?

[Kelly Tolhurst]

The hon. Gentleman will know that we have a fantastic Mayor in Teesside, and I have had discussions with him. One of the things we will be doing is making sure that, as I have said today, we are working really hard within the Department, talking to airlines and to the airports to make sure that we are able to provide and backfill some of those routes and that the airports remain as viable as possible.

Flybe

Alex Cunningham Excerpts

Tuesday 14th January 2020 Commons Chamber

[Alex Cunningham (Stockton North) (Lab)]

Teesside International airport tripled its losses to nearly £6 million under the stewardship of the Tees Valley Mayor last year—after he had paid tens of millions of pounds of taxpayers’ money for it. Flybe is one of the few airlines to provide flights from the airport—44% of them—and is critical to the airport’s future and the Mayor’s plans. The Government failed to intervene when SSI went bust, they refused to provide Sirius Minerals with a loan guarantee to unlock international investment, and they are doing nothing to support Hitachi, which is making 250 people redundant. Are the Government really prepared to continue to fail the Tees valley and to see Flybe collapse, taking regional airports such as Teesside with it?

[Paul Maynard]

The hon. Member will not be surprised to hear that I have great confidence in Mayor Houchen’s stewardship of both—

[Alex Cunningham]

It’s a £6 million loss!

[Paul Maynard]

I am not going to get stuck into that. The hon. Member knows that elections are coming and I know that elections are coming—I know what he is up to.

Oral Answers to Questions

Alex Cunningham Excerpts

Thursday 14th February 2019 Commons Chamber

[Jesse Norman]

If it is a purely local road, I am of course happy to look into the matter but it really falls to the local authority. If there is scope for the road to be part of the major roads network, which, as the hon. Lady will know, is precisely designed to relieve some of the pressures on local communities and the strategic road network, we can have that conversation as well.

[Alex Cunningham (Stockton North) (Lab)]

10. What recent assessment he has made of the potential effect on the haulage sector of the UK leaving the EU.

[The Secretary of State for Transport (Chris Grayling)]

The Government continue to work towards a deal and we are confident of securing a relationship with the EU that maintains the current liberalised access we enjoy. Of all goods moved by UK-registered heavy goods vehicles in 2017, 1% were moved internationally. We do not expect that there will be significant impacts on international trade movements, or on the haulage sector overall. If we leave without a deal, there might be some short-term disruption, and we have undertaken extensive contingency plans to mitigate this.

[Alex Cunningham]

Short-term disruption—that’s a good one.

Haulage companies such as Scott Bros. and Devereux in my Stockton North constituency are extremely anxious about their future when we leave the EU. They are not helped much by the road haulage permits legislation, which in effect highlights the potential damage that Brexit will do to the industry, and certainly does not show a Government standing up for the industry. What is the Secretary of State going to do about it?

Offshore Helicopter Safety

Alex Cunningham Excerpts

Wednesday 6th February 2019 Westminster Hall

[Alex Cunningham (Stockton North) (Lab)]

I beg to move,

That this House has considered offshore helicopter safety.

It is a pleasure to serve under your chairmanship, Sir Henry. As many of us are aware, the oil and gas industry remains very significant to our economy. Tens of millions of barrels are produced every year and hundreds of billions of pounds have found their way to the public purse in taxes over the years. The industry employs huge numbers of people, and I think we can be proud of what has been achieved, although many of us would have preferred to see Governments through the ’80s create some form of sovereign wealth fund to support our country in the leaner years, rather than squandering much of that money on tax cuts for the rich.

I am here to make the case for an independent public inquiry into the discredited offshore helicopter system and for much-needed reforms to the regulatory framework. Helicopter transport is the lifeblood of the offshore oil and gas industry, transporting some 50,000 workers to their workplace. The remoteness and number of North sea installations make helicopters the only viable mode of transport. Some of the issues I will raise about the maximising economic recovery policy and about commerciality might have been more appropriately addressed to the Department for Business, Energy and Industrial Strategy, but I trust that if the Minister cannot address them today, he will work with fellow Ministers to do so in writing.

It is important to recall the tragic statistics of recent times. Thirty-three offshore workers and helicopter crew have died as a result of accidents across the North sea in the past 10 years, and 65 workers and crew have been rescued in that time. In the UK sector, there have been five helicopter accidents, two of which were fatal, taking the lives of 20 workers and crew. All the incidents have involved the Super Puma models H225 or AS332L2.

Three of the incidents, including the one that killed 16 workers and crew on 1 April 2009, were attributable to technical failures of the main rotor gearbox. The Super Puma fleet was grounded in October 2012 and had just returned to UK continental shelf operations when an AS332L2 ditched in the sea off Sumburgh on 23 August 2013, with the loss of four lives. A month after the August 2013 incident, the Civil Aviation Authority launched a strategic review of offshore helicopter operations, resulting in the publication of CAP 1145 on 20 February 2014. That is the regulator’s sole official response to date to the series of tragic incidents and close calls involving Super Pumas between 2009 and 2013.

Super Pumas returned in the North sea in 2015, but have been grounded since May 2016, following a fatal accident in Norway on 29 April 2016 that caused the deaths of all 13 crew and passengers on board. The helicopter involved was an H225 Super Puma. The final Accident Investigation Board Norway report in July could not establish the cause of the fatigue fracture in the gearbox-operated rotor that led to catastrophic mechanical failure, but it still managed to publish 12 recommendations. They included criticism of Airbus and the European Aviation Safety Agency for failures to act effectively on recommendations on fault detection systems from the April 2009 incident in the UK sector.

The overall impression for the North sea workforce was that once again the Super Puma had failed, with deadly consequences. The trade unions, particularly the National Union of Rail, Maritime and Transport Workers and Unite, sit on the committees and bodies established to promote higher safety standards in the industry, including helicopter operations. They share my concerns about this area of aviation regulation and are fully supportive of an independent public inquiry. That is not only a priority for those offshore workers on oil and gas installations that are still in production. The emergence of offshore wind as a growing element of the energy mix and the decommissioning of 1970s and 1980s-era infrastructure will require helicopter transport to deliver the workforce safely to the job and back home again for the next 10 years or more. Those workers are very much affected, too.

As an aside, I am told by the Prospect union that the withdrawal of helicopters has other impacts, with pilots and engineers losing out on personal licence payments when a helicopter is withdrawn for safety reasons. Will the Minister tell me how the pay of those workers can be protected?

We know that the manufacturer of the Super Puma, Airbus, has ceased production of the AS332L2. The Super Puma family, however, contributed to Airbus’s successful sales in 2018, with orders received for 17 Super Pumas, including the H225. Once known as the workhorse of the North sea, there is next to no prospect of it returning in either the UK or Norwegian sectors, yet that extraordinary collapse in confidence in one section of the offshore industry has merited little if any comment from the Government.

I met the Civil Aviation Authority last September and outlined my concerns regarding the Super Puma and the need for the CAA to be much clearer on its position. Due to the requirements it says it has in place, it told me that no one can see the Super Pumas re-entering service in the foreseeable future, even though the CAA had cleared them for use. What model will replace the Super Pumas and the S-92s in the long run? The Bell 525 is thought to be the only heavy model capable of operating in the North sea. Industry figures are being invited to Texas to view the new model, but it is still to be licensed for commercial sale by the Federal Aviation Agency in the United States. No other heavy model is at such an advanced stage of development. The RMT estimates that it will take nearly two years to complete, so there is no prospect of new helicopters in the North sea until late 2020.

What assessment have the Government made of the new helicopter models for the North sea market? Is there sufficient capacity in the market? Is the existing fleet in the North sea being stretched to the limit, resulting in more and more downtime, as appears to be the case? We know from worker testimonials that there are problems with resource and downtime. One group gave an example. They checked in at 6.45 am, but due to technical issues, the workers ended up spending 12 hours in the heliport. The following day, that happened again. Workers had been there for a total of 22 hours. There is a long way to go before we can reasonably expect workers to be confident in the equipment—in this case, the helicopters—that is provided for them to be able to carry out their work.

While the CAA’s CAP 1145 document improved breathing apparatus, seating configuration and window design—I believe the windows are made bigger so that people can escape more easily—the perception among many offshore workers is that CAP 1145 is too heavily weighted towards survivability in a crash, rather than crash prevention.

In correspondence with the Government on the matter, I have received a series of broad-brush replies that have done nothing to address my core concerns or those of offshore workers in my Stockton North constituency—many people in my constituency work in the North sea—and elsewhere. The Minister said in an answer to my written question on commercial pressures:

“Offshore helicopter services provide a vital link to ensure the viability of the UK’s oil and gas industry. High standards of air safety are a fundamental concern in ensuring these services are commercially viable.”

[Susan Elan Jones (Clwyd South) (Lab)]

My hon. Friend is making a powerful case. I am interested that he has referred to the large number of oil and gas rig workers across the country. I imagine that in practically every constituency, someone will work in this line of work. Their safety is paramount.

[Alex Cunningham]

That is most certainly so. I bid for this debate because of the importance of this issue to people across the entire country who are involved in the industry.

In answer to my written question, the Minister went on to say:

“Through the Aviation Strategy, the Government will look at its role in supporting the commercial success of operators whilst balancing this against environmental and safety concerns.”

That is all very laudable, but it should be noted that the Government’s aviation strategy, like their maritime strategy, is for the next 30 years, yet the latest consultation document, which was published just in December, makes no mention whatever of offshore helicopter transport. Can the Minister explain that omission? If he cannot, offshore workers could be forgiven for thinking that their concerns are being brushed under the carpet.

The Transport Committee’s 2014 report found that the CAA review, which led to CAP 1145, said that the Government

“did not consider the evidence that commercial pressure impacts on helicopter safety in sufficient depth.”

The Government must convene a full independent public inquiry to investigate commercial pressures on helicopter safety in the North sea operating environment. That inquiry must examine the role and effectiveness of the CAA.

[Scott Mann (North Cornwall) (Con)]

I am grateful to the hon. Gentleman for leading the debate, and furnishing us with his knowledge about helicopters. A recent International Civil Aviation Organisation report talked about the potential ban on single-engine helicopters for commercial flights, despite engine failure being responsible for only one of 19 fatal incidents in the last 10 years. Constituents have written to me saying that 49 of the 62 deaths caused by helicopter crashes were caused by pilot error. Does he agree that we should look at that evidence presented by the ICAO?

--- Later in debate ---

[Alex Cunningham]

We should look at all the evidence relating to helicopters. That is why I am seeking a public inquiry to examine all the issues, to ensure that we come to the right conclusions and can plan a way forward. I have flown in offshore helicopters—I was not an offshore worker; I worked in public relations for the gas industry. I admire anybody and everybody who steps on to a helicopter, because it can be an uncomfortable time.

[Hannah Bardell (Livingston) (SNP)]

The detail of the hon. Gentleman’s speech is fascinating and very important. Does he agree that any worker going offshore must have confidence in their colleagues and their company that the helicopter in which they are travelling will keep them safe, and that they should not be put in a position where their health and safety is put below company profits?

[Alex Cunningham]

There is no doubt that that must be the case. As I said, I have flown on these machines myself. I wanted to be assured that everything was good. When I went, there was a group of us, and because we were inexperienced—we had never been offshore before—we had a safety man sitting next to each and every one of us to reassure us and to help us through the journey. It is critical that people have that confidence. However, people are turning up time and again to fly offshore only to be told, “Sorry, you can’t go now. There are technical issues.” Four hours later, they are given a lunch voucher, and told, “Sorry, there are still technical issues.” That does not build confidence among those who have to work offshore.

The Government rejected the Select Committee’s recommendation, and claimed that there was no evidence to support the assertions about commercial pressure and offshore helicopter safety that had persuaded the Committee to make the recommendation. Yet trade unions on the offshore helicopter safety leadership group tell me that discussion of the CAP 1145 recommendation has gone nowhere because the contractors will not jeopardise their commercial relationship with the oil and gas companies.

I am told that the CAA sits on the offshore helicopter safety leadership group—quite a mouthful—but does not take a proactive role in trying to move that issue along and to tackle the core confidence issues affecting the workforce. To my knowledge, the OHSLG has yet to take concrete action to rein the oil companies in, although I am advised that the industry is looking at a draft principle in Oil & Gas UK’s supply chain code of practice that would state:

“Contract cancellations should not be without good reason or cause. If an operator or contractor must have the ability to terminate a contract then the circumstance or risk should be outlined, explained and understood—not hidden.”

To me, that smacks of self-regulation, and is simply not good enough in such an unbalanced customer-contractor relationship. The helicopter operators are not even signatories to the existing supply chain code of practice, so they are not even within scope of the industry’s self-regulatory framework. I would be grateful for the Minister’s response to that problem, and to know what he plans to do to give teeth to some parts of the regulatory chain.

Successive surveys of offshore workers have found helicopter safety to be their No. 1 concern. Even an Airbus survey in 2017 found that 63% of offshore workers would not travel in a Super Puma again if they had the choice. That fundamental lack of choice is all the more reason for the UK Government to commission an independent inquiry into offshore helicopter safety, covering the up-to-date safety record of all offshore helicopter models; international comparisons; workforce engagement; the overall North sea helicopter market; contractual relationships, including commercial pressures; and the regulatory framework.

What is happening to bolster confidence among the workforce? Step Change in Safety has relaunched its helicopter safety awareness courses for offshore workers to attend, but they are via webinars with helicopter pilots from the main operators. Helpful though that is, it is a relaunch of existing courses and does not chime with the industry and regulatory mantra of “safety is our No. 1 priority”. In fact, it suggests a hierarchy of safety issues, with helicopter safety a secondary concern that is best dealt with by communications between pilots and their passengers.

Such an approach to passenger safety could never be contemplated in any other area of the aviation industry, and for good reason. The RMT, Unite, GMB, the British Airline Pilots Association and Nautilus formed the offshore co-ordinating group in 2015 to streamline demands and activities in the offshore oil and gas industry and the associated supply chain to work for positive change. We have to welcome that sort of work.

The ongoing financial viability of the UK continental shelf’s remaining 10 billion to 20 billion barrels of oil reserves—a core aim of Government policy—is intrinsically linked to the commercial fortunes and safety of helicopter operations in the North sea. Yet there is little evidence to suggest that that link is included in the high-level discussions in industry to set standards for commercial contracts in the sector, especially in helicopter transport. I remain very concerned about workers’ lack of confidence in the CAA and others who are responsible for their safety. In fact, workers’ confidence in offshore safety has been declining over the last decade, demonstrating that the measures of the regulator and the Government have not been successful in allaying workers’ fears and concerns.

After the Turøy tragedy—I hope I pronounced that correctly—the CAA, along with its Norwegian counterpart, grounded the aircraft type, in a move that was supported by the European Aviation Safety Agency and trade unions across the North sea. The Accident Investigation Board Norway began its investigation shortly afterwards, but before it could produce a detailed report, the EASA summarily lifted the restrictions on the Super Pumas in October 2016, with next to no explanation to the workforce or their trade unions. The UK and Norway’s respective civil aviation authorities did the right thing and opted to keep the restrictions in place, despite the EASA’s incredibly hasty decision.

By 2017, there were threats of lawsuits in the US against Airbus by helicopter companies because of the differing regulatory approach to the Super Pumas in the North sea. In July 2017, an extraordinary meeting of the OHSLG was announced, albeit at short notice. That was quickly followed by a briefing note explaining that the meeting was being called to discuss a decision on the Super Puma and a CAA-embargoed press release announcing that restrictions on the H225 and the AS332L2 aircraft were being lifted. That action was taken despite the fact that the AIBN was still conducting its investigations and would not produce its final report for another year.

Some suspect that commercial pressures affected the decision to reissue airworthiness certificates. Whether such pressures took the form of the Super Puma manufacturer Airbus lobbying at European level or the threat of legal action from the European Free Trade Association against the UK and Norwegian Governments, I cannot say, but the Minister must look into the matter because it is bringing the regulatory framework into disrepute.

Airbus appears to have completely washed its hands of the North sea Super Puma issue. In February 2018, it told a meeting of the British offshore oil and gas industry all-party parliamentary group that it was preparing to hold town hall-style meetings with offshore workers in spring and summer 2018 to address the core confidence issues. Those meetings with the workforce did not take place.

After many years of working on this policy area—during which time the oil and gas industry, the Government and the regulators have all repeatedly testified to their commitment to high safety standards for offshore workers and offshore helicopter fleet crew—I can see limited effective work going on to tackle the core confidence issues. I hope that the Minister will reassure us that he will take action and seriously consider a public inquiry, so that the confidence of the people who do the jobs that drive a large slice of our nation’s wealth will be restored.

[Colin Clark (Gordon) (Con)]

It is a pleasure to serve under your chairmanship, Sir Henry. I congratulate the hon. Member for Stockton North (Alex Cunningham) on securing such an important debate.

Oil and gas is of enormous importance to Gordon, to the constituencies of the hon. Member for Aberdeen North (Kirsty Blackman) and my hon. Friend the Member for Banff and Buchan (David Duguid), and to several other constituencies in the north-east of Scotland. Aberdeen International airport is the transit hub of the UK continental shelf oil and gas industry, with the busiest heliport in the Western world, if not the entire world, and I am very proud to say that it is in my constituency.

As the hon. Member for Stockton North recognises, the oil and gas industry supports 280,000 jobs in the UK. Along with the Norwegian sector, the UK continental shelf is considered the most safety-conscious offshore industry in the world. Industry and regulators recognise that helicopters are the only practical means of transporting the workforce to and from the rigs; as he well knows, it takes up to an hour and a half in a helicopter to get to the rigs, let alone to the operations in Orkney and Shetland.

There are many areas that we can agree on. I have visited dozens of oil and gas businesses and all the helicopter operators, and as the hon. Gentleman says, they all live by the same motto: “The safety of our workforce comes first. If there are safety concerns, helicopters do not fly.” We all recognise that the North sea is a hostile environment and that hydrocarbons pose serious hazards, but what is important is how we manage the risks. Helicopters are essential to the North sea— without them there would be no industry—so we all want a safe means of transport to and from the rigs. It is important that public confidence be maintained, particularly among those who work offshore, many of whom live in the north-east.

There is excellent workforce engagement. As the hon. Gentleman mentioned, Step Change in Safety has various safety initiatives that have brought the various parties on board. Workforce engagement has come a long way in the past 20 or 30 years: operators, oil and gas producers, the supply sector, the trade unions and offshore workers meet regularly, and Step Change has been instrumental in giving everyone an equal voice. It is worth mentioning that trade unions represent only 10% of the North sea offshore workforce.

The industry has an excellent track record of engaging with the entire workforce. It has very high salaries, is technologically very advanced, is important to the economy of Scotland and the entire UK, and has inclusive umbrella representation. The Oil and Gas Authority, which looks after deals in the sector, tries to encourage organisations to work together—that is a big part of the extension of oil and gas in the North sea well into the middle of this century. There is a new national decommissioning centre in Newburgh, which is also in my constituency, and a planned national subsea centre. Oil and gas is an industry in which the companies and the workforce are encouraged to co-operate; it may be unusual among sectors, but commercially it is very co-operative. It is also progressive and driven by technology—one might say that it is the space industry of the United Kingdom economy. It has made enormous leaps.

Obviously there are commercial pressures, because the price of oil and gas goes up and down, but the main thing I get from people I visit in the industry is that nobody is complacent about safety. No one can visit the headquarters of an oil and gas company without being forced to hang on to a railing. [Interruption.] The hon. Member for Aberdeen North and my hon. Friend the Member for Banff and Buchan, my colleagues from the north-east, are both nodding at that. We would quite literally have a stop order served on us if we went into the headquarters of BP or Shell and did not use the railing. I do not know what anyone there would make of health and safety in the Houses of Parliament—I imagine that they would have cleared us all out a long time ago.

As I said, oil and gas is a progressive industry. Some may suggest that the slump in oil prices has led to safety being downplayed, but that is simply not borne out by the evidence from everyone I have spoken to in the industry, in Step Change in Safety and in Oil & Gas UK. None of them has suggested to me that there has been a deterioration in health and safety.

The Sikorsky S-92 is now the main heavy lift helicopter; 20 Leonardo AW139s also operate in the North sea, and the Airbus H175 is the new medium lift. The number of people who fly in helicopters is reducing, because there are more trips but with fewer crew on board. The Super Puma 225 no longer moves offshore workers in the North sea—it is to the industry’s credit that it has recognised the unwillingness to use that helicopter.

[Alex Cunningham]

As I understand it, the Super Pumas are no longer in use because the CAA has put such stringent conditions on them that they are not commercially viable to run. Does the hon. Gentleman agree that although the industry as a whole may continue to consult, the consultation activity directly related to helicopter safety has reduced? Airbus did not bother holding the town hall meetings that it promised, while meetings of the OHSLG have been few and far between.

[Colin Clark]

I recognise what the hon. Gentleman says, but I think Airbus did not hold the town hall meetings because it realised that that approach was not constructive. The workforce have told the commercial part of the organisation that they no longer want to board the Super Puma. The industry has well and truly recognised that, and has not tried to force the Super Pumas back in.

Let me move on to resilience. There are three main airframes that operate in the North sea. The other day I had a meeting with Oil & Gas UK, which is doing a review of resilience. There is no pressure to bring the 225 back in, because if there is a fault and one of the three helicopters ends up grounded for a week or two, there will still be absolute resilience in the system—obviously at any one time there are crews on the rigs, but they can be operated with fewer crew. I understand that if one of the main helicopters has to be grounded, the Super Puma 225 will not have to be brought in, because it will be easier to bring in helicopters from elsewhere.

I am trying not to discuss Brexit at every opportunity, but the plan is for us to have associate membership of EASA, and the CAA has a contingency arrangement of recognising EASA licences. People I have met in the helicopter companies are reasonably comfortable that there are contingency arrangements that will not jeopardise resilience with respect to the crew or helicopters that are operating, or other helicopters being brought in.

As the hon. Gentleman says, aviation in the oil and gas industry is regulated independently of other organisations. Following research projects and learning from tragedies, the Civil Aviation Authority has drawn up a list of improvements, including prohibiting flights in severe weather in case of ditching, ensuring that there are emergency breathing systems, and managing the largest passengers in case of escape—it is a fact of modern society that passengers are getting bigger, so escape hatches have had to be made bigger.

The air accidents investigation branch is well respected. The Transport Committee’s 2014 report, which the hon. Gentleman mentioned, included a request that the AAIB stay in far closer contact with victims’ families. We recognise that those families’ experiences are enormously traumatic, so it is important that the AAIB stay much more closely in touch with them while it goes through its process. The Committee’s thorough findings highlighted several issues that have been acted on—it is all in the public domain. What I am trying to say is that oil and gas is not an industry that is in hiding; it is a very public industry with several very effective regulators. It is being open and is working closely with its workforce—not just the 10% in the trade unions, but the rest of the offshore workforce. As I said, there is also a clear plan for when we leave the EU.

In summary, oil and gas is an industry with a safety-driven culture. It would be fair to say that no industry in the United Kingdom is quite as safety-driven as oil and gas, apart from perhaps the nuclear industry. We all recognise that an accident in oil and gas can be cataclysmic, and the industry does everything it can to control that. It is a very open industry. It is open to regulators and to public scrutiny. It is not trying to hide anything, and is questioned and held to account by legislators and regulators. Despite all that, there is no complacency. The industry is driven by the recognition that it has to be constantly on its guard, because that is so important, not just for the helicopters, but for the whole offshore and onshore industry.

Suggestions of a public inquiry are not necessarily constructive at this point, because of the work and the workforce engagement that has gone on. I absolutely agree with the hon. Member for Livingston (Hannah Bardell), who said that we all expect to go to work in a safe environment, although she might reflect on the fact that we work in a building that is probably not safe, and we should perhaps be having a word with the authorities of this building.

There is one anomaly in the 2014 report that I am not comfortable with. We still have not seen a fatal accident inquiry on the 2013 Shetland accident, which would be heard by a sheriff court in Scotland. That inquiry may have a view on a public inquiry, and I would respect that, when the fatal accident inquiry eventually happens, which I hope it does.

The hon. Member for Stockton North mentioned Step Change in Safety, which is running awareness courses on helicopters. That is very positive. This is a safety-culture industry, which is working with the trade unions and the rest of the workforce. No one is complacent about safety in the oil and gas industry.

I have written to the Department and discussed an independent review that would bring together stakeholders and engage all parties in looking at resilience on the commercial and the contractual side, and would be an open forum. It would be industry and workforce engagement, rather than a room full of lawyers, discussing evidence that we believe is already 100% out there. A public inquiry could undermine a lot of the hard work that has been done to date.

The public bodies and industry groups are all still working in the same direction. This is not an industry that is delivering its swan song, or that is going backwards. It is an industry driven by safety and, equally, by the commercial realities of modern business. It is a reflection on the engagement with the workforce that the 225 is not in operation and that there is no contingency plan to bring it back into operation on the UK continental shelf or in Norway, even though it operates elsewhere in the world and with our own military.

All loss of life is an absolute tragedy and is devastating for families. I think particularly of those in the north-east of Scotland. My good colleague, my hon. Friend the Member for Banff and Buchan, worked in the industry and lives with the history and the memory of the tragedies that have happened in the North sea. I finish where I started. The safety of our workforce comes first. If there are safety concerns, helicopters do not fly.

--- Later in debate ---

[The Minister of State, Department for Transport (Jesse Norman)]

Thank you very much, Sir Henry, and it is a pleasure to serve under your distinguished and esteemed chairmanship. I congratulate the hon. Member for Stockton North (Alex Cunningham) on securing this very important debate, and I thank everyone who has had a chance to make interventions or speeches. Not only have representatives of different parties brought a great deal of knowledge and expertise to the table, but we have heard very affecting personal stories from the hon. Members for Livingston (Hannah Bardell) and for Coatbridge, Chryston and Bellshill (Hugh Gaffney). I know I speak for everyone when I say that we are enormously grateful to those who have shared their personal experience, and we are enormously sympathetic to the tragedies of the families with whom they have come into contact; I absolutely recognise that.

Hon. Members have rightly said that the oil and gas sector is enormously important to this country. It is important not only economically, but socially and culturally to distinct communities in the country, especially around Aberdeen and the UK continental shelf. Overall, the sector supports something like 280,000 jobs and meets around half of the country’s primary energy needs, but that statement does not cover the human aspects of its local and national impact. Offshore helicopter services provide a vital link—in fact, the only possible link—to ensure the viability of the oil and gas industry in what is widely understood to be one of the most challenging and operationally testing environments. As hon. Members have said, that is the context in which we should see the fatal accidents that have occurred in recent years.

As well as recognising the specific experiences of the Members present, I pay tribute to the families of the victims of those accidents and acknowledge their suffering. They include the 16 workers and crew members who lost their lives north-east of Peterhead in 2009, the four oil workers killed off the coast of Sumburgh in 2013 and, most recently, the 11 passengers and two crew members killed in Norway, one of whom was a British citizen.

As hon. Members have noted, the state safety programme for aviation in this country defines the acceptable level of safety for commercial aviation as one that results in zero fatalities—not a small number or a few, but zero. There will always be risks and hazards associated with operating in the North sea, but we are clear—just as previous Governments were—that the safety of those who rely on offshore helicopters is paramount. As noted by my hon. Friend the Member for Gordon (Colin Clark) and by the right hon. Member for Orkney and Shetland (Mr Carmichael), that is widely recognised as being culturally central to the industry.

The UK is recognised as a world leader in aviation safety, but we cannot be complacent. I absolutely share the view of the right hon. Member for Orkney and Shetland: it was the Piper Alpha disaster that engineered this change. We must face the appalling fact that an accident could occur tomorrow in the North sea, whether through pilot error or equipment failure in helicopters or other forms of transportation. We must be responsible and aware of that fact. I think it raises the bar and reminds us of the consistent pressure to maintain safety at the highest possible level. With that goes the suggestion that regulators and Government must learn lessons from tragic incidents, whether they are caused by equipment failure or pilot error, to ensure that they do not happen again. I am a private pilot, and we know that pilot error is largely responsible for fatalities and injuries in this sector. We owe it to those who now use the service as well as to those who have lost their lives.

The CAA has rightly been discussed in this debate, and it is important to recognise the work that has already been done in this area. In 2014 the CAA published a review of the safety of offshore helicopter operations. It is important to note that that is a comprehensive piece of work—it is nearly 300 pages long and contains almost three dozen recommendations. It considered all aspects of offshore helicopter operations, including the design and certification of helicopters, continuing airworthiness, operational procedures, organisational matters, pilot training, passenger safety, and survivability and resilience in the event of an accident. It was conducted in conjunction with the Norwegian Civil Aviation Authority and the European Aviation Safety Agency.

The review put forward 32 actions and 29 recommendations to helicopter operators in the oil and gas industry. It resulted in the introduction of a number of significant measures to increase safety standards for offshore helicopter flights, including flight restrictions during certain—especially adverse—sea conditions, improved emergency exit access, better emergency breathing equipment and changes to pilot training. Every aspect, including helipads and the like, was reviewed. During the review, the CAA engaged closely with pilot and offshore workforce unions, the oil and gas industry, helicopter operators, manufacturers, Government and regulatory bodies, and other experts in the field. It is right that it engaged with the appointed representatives of workers and—if my hon. Friend the Member for Gordon is right, and I am sure he is—the larger number of workers who were not members of unions but nevertheless wished their interests to be heard, understood and reflected upon. An independent challenge team, chaired by Rear Admiral Simon Charlier and assisted by experts including representatives from Transport Scotland and the British Helicopter Association, scrutinised the review and its recommendations, often robustly, and endorsed the 300-page report. That level of independent challenge was designed to ensure confidence that the process was robust, comprehensive and thorough.

I remind hon. Members that the CAA is a blue-riband regulator, and it is rightly admired across the world for its quality in all aspects of aircraft, airframe and air management certification and review. One of the outcomes of its review was the formation of the offshore helicopter safety action group, which brought together helicopter operators, offshore industries, regulators, unions and pilot representatives to enhance standards still further.

[Alex Cunningham]

Will the Minister give way?

[Jesse Norman]

I have got an awful lot to get through, but I would be delighted to give way.

[Alex Cunningham]

That body meets extremely infrequently, and often at short notice. Somebody needs to give it a good kicking to encourage it to do more. Does the Minister agree?

[Jesse Norman]

I am very grateful to the hon. Gentleman for raising that issue. I cannot speak about the frequency of the group’s meetings, but anyone who is scrutinising this debate with the proper level of attention, as I am sure the group will be doing, will take his remarks alone as a good kick in the pants. If those meetings have been insufficiently frequent, I encourage the group to have more; I support what he has said.

Let me say a few more things, and then I will come to hon. Members’ interventions. A number of hon. Members referred to the Super Puma helicopter, and I absolutely recognise the concerns of workers who have seen colleagues perish in that aircraft. It is important to recall that after the Norwegian accident, both EASA and the CAA placed operating restrictions on the Super Puma. When EASA cleared the helicopters to serve in October 2016, the UK and Norwegian CAAs maintained their operating restrictions to make certain the aircraft were safe to fly. They did not operate in a herd-like way. They played off each other, scrutinised each other and interrogated each other, and they did not reach the same conclusion. In doing so, they worked with, among others, representatives from Unite, the RMT and the British Airline Pilots Association. They lifted operating restrictions in July 2017 only after significant modifications were made to the aircraft and training was undertaken.

The regulators clearly did not take that decision lightly; they did so only after they were confident that the aircraft could meet stringent standards and were fit to fly. Of course, the CAA continues to work with a range of stakeholders, including unions, to provide the assurances that are publicly needed. The regulators are content, subject to the additional checks that I have described, for the aircraft to re-enter service, but the decision rests with operators and their customers. To date, none has come forward.

I absolutely respect the initiative and the viewpoint of the hon. Member for Stockton North, who seeks a public inquiry. He has made similar representations to the aviation Minister. We take these matters extremely seriously and we have given the question careful consideration, but we are not yet persuaded that that is the right thing to do. The right hon. Member for Orkney and Shetland was very wise in pointing to the potential conflicts of jurisdiction that already exist, and he said that he was concerned about the delays and lack of closure for the families.

--- Later in debate ---

[Alex Cunningham]

I am grateful to the Minister for his response, and I thank everybody else who has taken part in the debate.

I know people think that I put a lot of emphasis on what the trade unions say, and I will certainly continue to do so, but I am told that there is less engagement on safety these days. The role of safety officers—particularly offshore—has been diminished. I therefore welcome the support of the Minister, who has said that he will put the boot in at an appropriate place and try to encourage greater engagement through the offshore helicopter safety leadership group.

I was touched by what the right hon. Member for Orkney and Shetland (Mr Carmichael) said about the fact that the families have not had closure. The fact that this is ongoing contributes to workers’ lack of confidence. They want closure as much as the families do so they can understand what happened and get their heads around it.

I am grateful for the personal stories. My hon. Friend the Member for Coatbridge, Chryston and Bellshill (Hugh Gaffney) talked about his family involvement, and that emphasises that we are talking about people’s lives. The hon. Member for Livingston (Hannah Bardell) talked about her experience of serving on crisis teams, when people were dying in terrible accidents. I understand her role, and I commend anybody and everybody who is involved in that sort of work when such tragedies happen.

I am grateful for the supportive comments—on behalf of the Scottish Government, perhaps—about a public inquiry. Perhaps a fatal accident inquiry is the way forward. We still need answers about the future of helicopter safety and helicopter travel as new models come into the new industries, such as the wind turbine industry, as well as the old. I appeal to everybody to continue their work to ensure that safety is paramount and that workers get the answers they need.

Question put and agreed to.

Resolved,

That this House has considered offshore helicopter safety.

Oral Answers to Questions

Alex Cunningham Excerpts

Thursday 10th January 2019 Commons Chamber

[Chris Grayling]

Yes. The Civil Aviation Authority has been working for well over a year to ensure that in the event that we do not continue as a member of EASA we have a properly functional British alternative.

[Alex Cunningham (Stockton North) (Lab)]

3. What steps his Department is taking to support community transport operators.

[The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)]

The services run by community transport operators are of vital importance to our transport sector and communities. During the most recent financial year, the Government supported community transport operators with almost £3.1 million through the bus service operators grant. A number of projects from the £11.5 million building connections fund will also provide new community transport links to support those most at risk of isolation.

[Alex Cunningham]

That is a tiny amount to invest in community transport. My constituency is largely rural, and people in our villages—particularly older people—are left isolated because profit-making bus companies are not interested in serving them. There is some community provision, but very little funding. Will the Minister offer my isolated communities some comfort and commit more money to that sector, either directly or through the combined authority?