Oral Answers to Questions

Bill Esterson Excerpts

Thursday 13th July 2017 Commons Chamber

[Paul Maynard]

We certainly recognise that our decision to take HS2 to Crewe by 2027 opened up a range of possibilities for improving connectivity into north Wales, considering the potential outcomes that passengers might want in terms of improved capacity, improved service frequency and so on. We are looking forward to doing more work on the Crewe hub and seeing what potential is unlocked by development at Crewe. Hopefully that will benefit not just Cheshire but north Wales.

[Bill Esterson (Sefton Central) (Lab)]

One pound is spent per person on transport infrastructure in Cheshire and the north-west for every £7 spent per person in London and the south-east. Can we have our extra £6 per person, please, to spend on things such as rail and road links to the port of Liverpool, which will help jobs and growth across the north-west?

Oral Answers to Questions

Bill Esterson Excerpts

Thursday 30th March 2017 Commons Chamber

[Paul Maynard]

My hon. Friend is right to identify the immense creativity that exists in the north of England in terms of recommending potential new pieces of infrastructure, but it is vital to remember that there is only a finite amount of money at any one time. That is why in the Department, in the devolved Administrations and in Transport for the North, we have very complicated and, I think, sensible ways to judge the impact of any infrastructure and calculate the benefit-cost ratio.

[Bill Esterson (Sefton Central) (Lab)]

3. If he will make an assessment of the adequacy of road safety at the Switch Island junction in Sefton; and if he will make a statement.

[The Parliamentary Under-Secretary of State for Transport (Andrew Jones)]

Highways England acknowledged concerns about the safety performance of the Switch Island junction following the opening of the new Broom’s Cross Road and has since implemented interim measures to improve safety. Highways England has also identified options for a further safety improvement scheme and is discussing them with the hon. Gentleman’s local council. Those options include changes to lane markings and traffic signs and the introduction of gantries to make the road layout clearer.

[Bill Esterson]

I had two letters from the Minister of State last week, one describing work on the M25 and the other about Switch Island, which he describes. We all know that the Government have a Surrey-first approach to spending money, but my constituents want to know about Switch Island. It has a very serious safety problem. There are accidents nearly every week, and there was one just two days ago. Will he change the priority of this scheme? I was told it would happen next year, but it needs to happen much sooner than that. Safety must come first.

[Andrew Jones]

I would have thought the hon. Gentleman would be delighted to hear about our range of plans right across the country. The funding for the Switch Island project has been identified, and the various options are being worked through. Highways England has to work out what is feasible, plan the design side of it and implement the plan. The implementation is planned for the early part of 2018, but of course the hon. Gentleman’s concerns about road safety are part of the consideration.

Airport Capacity

Bill Esterson Excerpts

Tuesday 25th October 2016 Commons Chamber

[Chris Grayling]

I am not in any doubt that there will be obstacles on the road towards delivering this project, but that will not stop us seeking to move ahead as quickly as we can, and clearly the scheme promoter will want to do so as well, but we are also subject to due process and in a democracy we have to respect that due process.

[Bill Esterson (Sefton Central) (Lab)]

This is indeed a hugely important project for the whole country, and the Liverpool city region stands to benefit, as other regions do, especially through freight and business travel, so I welcome the Government’s wholehearted support for the expansion of Heathrow. On the nine-year promise that the Secretary of State has now made, that will be challenging and there must be robust planning and consultation processes, so how will he make sure he gets through that and delivers on the nine-year programme?

[Chris Grayling]

Essentially, the way it works is that we have this overall process of the national policy statement over the next 12 months, which we will publish in the new year. Now that the recommendation has been made, my officials will prepare that detailed policy statement. It will be published in the new year, and then there will be a statutory period of consultation both outside and in this House, followed by a vote. That effectively seals the big picture stuff for the Planning Inspectorate. There is then the formal process of its submitting its detailed plans and the debate about the minutiae of the application. The Planning Inspectorate does not look at the big decision of whether we should have the runway in the first place; it looks at matters such as the details of the design for consistency with local planning laws.

Oral Answers to Questions

Bill Esterson Excerpts

Thursday 28th January 2016 Commons Chamber

[Bill Esterson (Sefton Central) (Lab)]

16. The north of England rail electrification taskforce, which the Minister chaired, recommends as its second priority Liverpool to Manchester via Warrington, with Southport and Kirkby to Salford Crescent as its third. Can he tell us when the work on those projects will take place?

[Andrew Jones]

The taskforce informed the next control period and the control periods after that. The detail of the content of CP6 is not yet complete.

Oral Answers to Questions

Bill Esterson Excerpts

Thursday 29th October 2015 Commons Chamber

[Mr McLoughlin]

I well remember the situation at Dawlish. I also remember the valiant way Network Rail worked to restore that link. It did an exceptional job in very difficult circumstances, so even at this stage I would again like to add my thanks to all the people who worked on that scheme to restore the link. My hon. Friend is quite right about the taskforce that the peninsula group has brought forward. We are looking at its report and will have further comments to make once the re-planning of CP5 is undertaken by Sir Peter Hendy.

[Bill Esterson (Sefton Central) (Lab)]

The very welcome creation of the National Training Academy for Rail will help to plug some of the skills shortage, which is behind many of the delays to electrification, but does the Minister share my concern that the proposed 40% cut to the budget of the Department for Business, Innovation and Skills will undermine the academy’s ability to deliver on the skills shortages?

[Mr McLoughlin]

The hon. Gentleman is absolutely right about the academy at Northampton, which I visited a few months ago and which my hon. Friend the rail Minister opened just a few weeks ago. It will play an important role in upskilling, but it is not just about upskilling the state; it is about upskilling the whole industry and bringing it together. That is one reason I asked Sir Terry Morgan, the chairman of Crossrail, to co-ordinate an apprenticeships programme right across the transport sector.

--- Later in debate ---

[Andrew Jones]

I shall have to check the immediate progress on those schemes and write to my hon. Friend.

[Bill Esterson (Sefton Central) (Lab)]

T7. Many of my constituents rely on the No. 44 bus to get to Southport hospital, but the service has been axed as a result of cuts by the Secretary of State’s Department. He talked earlier about the opportunity of having directly elected mayors, but is it not the case that if the cuts continue, the additional powers will be meaningless and of no help to my constituents or to anybody else?

[Mr McLoughlin]

I want to see an expansion and a widening of services to all our constituents, which is why the Government are supporting record transport investment in this Parliament.

Budget Resolutions and Economic Situation

Bill Esterson Excerpts

Wednesday 18th March 2015 Commons Chamber

[Mr Newmark]

I am trying to stick to Mr Deputy Speaker’s instruction to keep roughly to 10 minutes.

Time and again, Labour Members talk about borrowing. Page 22 of the Red Book shows us that public sector net borrowing is coming down annually. That is the point. Labour Members look at the gross figure, but the important thing is that we are bringing borrowing down annually. In 2015, it will go down to £90 billion. It will then go down to £75 billion next year. Hopefully, by 2018-19 we shall be in some sort of surplus.

It is also important to look at cyclically adjusted net borrowing, which is also decreasing—we will be showing a surplus in 2018-19. The borrowing figure has been and is a problem. Are Opposition Members right to point out that the gross figure is growing? Absolutely. The point is that we are tackling the deficit to bring down the annual amount of borrowing. That is what the Government have done very well.

[Bill Esterson (Sefton Central) (Lab)]

Will the hon. Gentleman give way?

[Mr Newmark]

No, I am not giving way.

I talked about the J-curve. Growth was slower to begin with, but the OBR is forecasting that growth will be much faster than originally predicted. In 2015, GDP growth goes to 2.5%. In 2016, it goes up another 2.3%, and 2.3% beyond that.

It is important to note, as the Chancellor did, that we have rebalanced growth—we have growth in the north as well as in the south. Has the north faced more pain than the south? Absolutely. The facts are there. The important thing is that we are now seeing balanced growth. The service sector is growing hugely, but the manufacturing sector is growing equally fast.

The OBR forecasts business investment growth—this is important—of 5.1% in 2015 and 7.5% in 2016. Hopefully, some of that will benefit Northern Ireland, to support what the hon. Member for East Antrim said.

The critical thing about growth is unemployment and employment. Unemployment has decreased from 7.8% to 5.7%. That has happened much faster than the Governor of the Bank of England projected when I sat on the Treasury Committee. Most importantly, for my constituents unemployment has dropped from 3.7% to 1.5%, and youth unemployment has dropped from 5.4% to 2.6%.

We have a record number of people in work: 30.9 million people in work is a remarkable figure, but even more remarkably, more men and more women are in work than ever before. Some 1.85 million new jobs have been created. I started the Million Jobs campaign to try to address the problem of youth unemployment. I was delighted that the Chancellor took our recommendation to abolish the jobs tax for young people. The Million Jobs campaign supported the abolition of national insurance for under-21s, which will kick in this year. I hope that one year the Chancellor will extend it to 24-year-olds. We are already beginning to see the benefits for the under-21s.

On taxation, I never imagined that we would do this—I thought at the time that it would be costly—but the personal allowance has gone from £6,500 to £10,600. That has meant that we have been able to benefit the average family to the tune of something like £905 per taxpayer. That is good news for taxpayers. Increasing the personal allowance to £12,500 in the next Parliament is a great ambition: it would take something like 4 million people out of tax altogether.

Raising the minimum wage from £6.70 to £8 an hour is another good and important move, because it stops the state subsidising the private sector, which is what has been happening as a result of a very low minimum wage. Raising the minimum wage will ultimately benefit taxpayers overall and ensure that businesses take on the responsibility to pay their own employees a fair wage.

On business tax, corporation tax coming down from 28% to 20% has not only encouraged people to set up businesses, but encouraged businesses to come across from continental Europe and set up in the United Kingdom. We now have the lowest corporation tax rate in the G8.

I have mentioned the abolition of national insurance for young people. It is also good news that the employment allowance is saving about £2,000 per business, because it encourages small businesses in particular, which live on the margin, to perhaps take on an extra one or two people.

The freezing of fuel duty has also benefited almost all our taxpayers: my constituents save about £10 every time they fill up their cars. Energy costs coming down will benefit the elderly in particular, so it is all good news on that front.

Most importantly—Opposition Members have been making this point for a while—when inflation was running higher than pay, people were in effect losing money; the ordinary, average earner was suffering. Now, however, pay is up about 2.1% and inflation at 0.9%, so real pay is going up.

As an ex-charities Minister, I am particularly pleased that an extra £75 million will be available for charities from the LIBOR fines. I certainly pushed for that and wrote to the Chancellor asking for support for Essex Air Ambulance, which is based in my constituency. I am delighted that the Budget will provide support from the extra LIBOR fine money for Essex Air Ambulance, because that means it will be able to provide an emergency support service 24 hours a day, seven days a week.

The Labour party was financially reckless in government, but its promises in opposition seem to be even more so. It has promised something like £20.7 billion in unfunded commitments, which is something like an extra £1,200 per household. Labour is indeed the party of tax and spend and borrowing. It has not changed and, if elected, it would still not change and it would damage this country.

What would a future Conservative Government do? They would be committed to raising the personal allowance to £12,500 by 2020; cutting tax for 30 million people; taking 1 million more people out of tax altogether by raising the personal allowance; balancing the books beyond the next Parliament; and reducing Government spending to 35.2% of GDP.

In conclusion, the Chancellor has delivered on his long-term economic plan. He has reduced spending, the deficit, taxes and unemployment. Compared with five years ago, he has also overseen reductions in inequality, child poverty and pensioner poverty and a smaller gender pay gap. In the words of Christine Lagarde, head of the International Monetary Fund,

“this is exactly the sort of result that we would like to see: more growth, less unemployment, a growth that is more inclusive, that is better shared, and a growth that is also sustainable and more balanced.”

This is a Budget that the Government can be proud of. The Government’s long-term economic plan is working, and we hope that on 7 May the electorate will not give the keys back to the guys who crashed the car.

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[Bill Esterson (Sefton Central) (Lab)]

It is always interesting to enter the fantasy world of the hon. Member for Dover (Charlie Elphicke). He spoke of financial security and flexible work contracts, but, as we heard from my right hon. Friend the Member for Wentworth and Dearne (John Healey), the problem is a weakness in both employment and pay. That is one of the reasons why the deficit has not been paid off. The so-called long-term plan has been a failed plan. The Government promised to eradicate the deficit in one term, but they have failed to do so, and one of the reasons for that failure is the nature of the employment that the hon. Gentleman has just described.

A number of Conservative Members are following the Conservative campaign headquarters script very closely. They claim that the crisis became international on 1 May 2010, when, miraculously, it suddenly changed from what they describe as Labour’s crisis under the last Government to a euro crisis under this one. That is nonsense as well. We have been given a fantasy Budget by a fantasy Chancellor.

I am afraid that what is happening in my constituency is typical of what is happening all over the country: low pay, zero-hours contracts and part-time work. A third of my constituents who are in work are paid less than a living wage, and people have lost an average of £1,600 a year. There has been a recovery for a few at the top, with tax cuts for millionaires, but no sign of recovery for the majority. Just the other day, one of my constituents told me that he was struggling to make ends meet. He has not had a pay increase for years, and he struggles to afford his mortgage, the energy bills, transport, and all the other things that he and his family need. A lack of job security, as well as low pay, leaves many people feeling squeezed, and the position is the same all over the country.

Pensioners are feeling it too, with high energy prices. Added to that, we have a crisis in the NHS—people cannot get a GP appointment and there are huge delays at A and E—all on top of, and partly caused by, cuts to social care. Yet there is nothing in this Budget about the cuts to social care or the cuts to councils, nothing about what the future might look like for local government and nothing about our NHS. All we can conclude is that the Conservatives and their Liberal friends just want as small a state as possible, and that is what they have got in store for the people of this country if they win again. We have had a failure from this Government over five years and we do not need more failure over the next five as well.

What does business need? Many of my constituents either run or work in small businesses. They need a level playing field, proper skills and decent quality apprenticeships for the under-25s, not the over-26s who have benefited from what has happened under this Government. Young people need a proper choice between vocational and academic study and preparation for the wider world. We need a return to work experience and proper careers guidance in schools, something that has been removed by this Government. We have a Chancellor who did not mention what is in store for those in education. The 10% cut to education is not a sign of a long-term plan; I am afraid it is a sign of further failure from the Government, if they get in again.

The Institute for Fiscal Studies has told us that the holes in the Tory plans, even with the revisions today, can only be covered by further deep cuts to public spending, not least in the NHS, or by the usual Tory remedy, a rise in VAT. “Colossal cuts” in services is a phrase that the IFS has used, and the effect on the economy, certainly in my part of the world, will be to remove further spending power, as well as having an impact on living standards. We will see further cuts in services, which all has an impact, along with the VAT rise, on businesses and their ability to grow and create the good-quality jobs we need.

The Chancellor really has failed the people of this country over the last five years. Our constituents can do so much better than this Tory, top-down approach—the top-down reorganisation of the NHS and the failure of trickle-down economics, which helps a few at the top while the rest see their living standards fall. That has been the reality. What we need is a change of Government, because that Government will deliver success for working people. As we know, Britain succeeds when working people succeed, so let us help the majority of people in this country to succeed. Let us end the exploitation of zero-hours contracts, encourage living wage employers and have a proper rise in the minimum wage, because 20p just does not make up for the years when there was no increase.

Where was the announcement in the Budget about the exploitation of those in the care sector, such as the two women who looked after my mum in her final weeks and months? They did 25 hours in a weekend and were paid for only 10 hours. Like so many people up and down this country, they are completely undervalued, exploited and ripped off, yet we rely on them to look after the most vulnerable in our society.

What of those out of work? Self-employment is one of the options that the Government promote. The new enterprise allowance is great for those who have a business plan and know what they are doing, but the danger, I am afraid, is that it is pushing people into debt. That is what I have seen, sadly, for too many people who have gone down that route, having seen no other option because of the way the Department for Work and Pensions’ benefits system operates.

We need a change of approach. We need to see a better plan—a plan for the many, not the few; a plan that raises living standards, looks after pensioners, makes sure that businesses of all sizes can thrive, and ensures a decent society for us all. That is why we need a Labour Government to be elected on 7 May.

Harvey’s Law

Bill Esterson Excerpts

Monday 2nd March 2015 Westminster Hall

[Derek Twigg]

I agree with the hon. Lady. Her passion about this issue comes through, and I thank her for making that point.

Going back to the information I was talking about, the other question that needs to be asked is whether something would have been done to address the issue sooner if the facts originally given had been correct and not so misleading.

What do we want to see happen? We want to see the compulsory scanning of all domestic animals retrieved from the highways, and a log report filed and circulated to both the police and dog warden, which goes back to the point made by my hon. Friend the Member for Denton and Reddish (Andrew Gwynne). We also want to see photographs of the deceased being held with the log report to be used for identification purposes.

The desired outcome is clearly legislation to make that activity compulsory, but we would see the alternative outcome of simply adding scanning back into the Highways Agency’s procedures as a good start and a positive move forward. However, that could leave the system open to abuse, and it could fall foul of any cuts or savings that any future Government want to make. That is why enshrining the requirements in law is important, but reintegrating the scanning procedure would be a step forward.

If the Minister does not say today that legislation will be introduced, but does say, as we hope, that the procedure will be changed back, some questions will still need to be asked, and he may want to consider them. If there is no legislation, how will the issue be policed and regulated? Who will inspect whether the procedures are being adhered to and how frequently? Who will train the staff to scan correctly? That is an important point, because the entire body needs to be scanned, not just the neck area, as chips can migrate in an animal’s body. The whole procedure takes only a matter of seconds; it is not something that will cause a lot of problems.

I am also informed by Harvey’s law campaigners that legislation is fully supported by a significant number of high-profile organisations, including the Royal Society for the Prevention of Cruelty to Animals, the Pet Industry Federation, Agria Pet Insurance, Vetsonline, Lostbox and so on, as well as a whole host of pet publications, including Life With Pets and Dogs Today.

[Bill Esterson (Sefton Central) (Lab)]

I congratulate my hon. Friend on securing the debate and thank everybody who has lobbied me in support. As a pet owner, I am delighted to be here supporting the e-petition today. I visited Battersea Dogs and Cats home recently, and the staff impressed on me just how important this issue is. Similarly, when I visit Freshfields animal rescue centre in my constituency, the staff there make the same point. We heard from the hon. Member for Stourbridge (Margot James) about the importance to humans of pets, but I think many people misunderstand how strong the emotional ties are and just how much bereavement people go through. I take this opportunity to impress on the Minister that the debate is probably more about the emotional well-being of people, and their attachment to their pets, than anything else. My hon. Friend the Member for Halton (Derek Twigg) has made the case for why that is so important, and I hope that the Minister will respond in that vein.

[Derek Twigg]

I thank my hon. Friend. He brings passion to the debate, and I know from previous conversations how desperate he was to ensure that he could be here today. He makes the point about the impact on the well-being of pet owners of a loss that is made worse by the tragic circumstances that we are discussing.

Costs are a bit difficult to pin down, but clearly the Highways Agency already holds much of the relevant equipment, so there really cannot be a massive extra cost for it. Unfortunately, it will still have to remove pets from the road, take them away and deal with them as it would normally.

Coastguard Centres (Staffing)

Bill Esterson Excerpts

Wednesday 3rd December 2014 Westminster Hall

[Mr Angus Brendan MacNeil (Na h-Eileanan an Iar) (SNP)]

It is a pleasure to serve under your chairmanship, Mr Davies, in the last, but I hope by no means the least, debate of the day. I look forward to hearing the response from the Department for Transport on the issues I will raise.

It is now about three years since the coastguard went through the upheaval of reorganisation, changes and closures, onwards towards its new structure. Of course I mourn the loss to Scotland of the Clyde and Forth coastguard stations. Scotland has 66% of the UK’s coastline, but, alas, only 33% of the coastguard stations. I am glad that we managed to save Stornoway station, which is now a very important coastguard station. It has a search and rescue helicopter—at one point, it had an emergency towing vessel, a tugboat—and is located in an important sea area. I am glad that we also still have in Scotland the Shetland and Aberdeen stations.

Stornoway is located between Belfast to the south and Shetland to the north, and covers a large sea area, not least because the next station to the west—perhaps the one direction I have not yet mentioned—is in Canada. Stornoway station’s area of responsibility covers about 250,000 square miles of sea, and meets the Canadians’ area at 30° west, about a time zone and a half away; Stornoway lies about 7° west. I had thought that Shetland station’s area of responsibility would be larger, but the Faroe Islands lie to its west and Norway to the east and north.

Those are just a few facts that can be found out by your average MP when they visit the local coastguard station. I bring them to hon. Members’ attention because they emphasise the international aspect of maritime activity, which could doubtless be further underlined by the station to our south, Belfast, which no doubt deals with coastguard colleagues in other jurisdictions such as the Isle of Man and the Republic of Ireland.

As I said, it is now over three years since the announcement that, importantly for me, confirmed that the hard work had paid off and Stornoway coastguard station was saved. The date was 22 November 2011, and it was a Tuesday—one that brought great relief not just to me but to those working at the station and people round about. We kept our coastal maritime expertise in Stornoway, and with it the associated local knowledge and jobs, as well as the intimate interaction with our local fishing community.

[Bill Esterson (Sefton Central) (Lab)]

I do not want to take away from what the hon. Gentleman has said about the people of Stornoway, but on that same date the people of Crosby coastguard station had exactly the opposite reaction, because of the announcement of the closure of that station with the loss of jobs unless people were prepared to relocate to either Southampton or, in some cases, Holyhead. The subject he has chosen for his debate is the staffing of coastguard stations, and I am interested to hear what he has to say on that point. Many of the staff at Crosby have not been able to transfer, and grave concerns have been raised with me about the standard of recruitment and training of replacement staff. Have similar points been raised with him?

--- Later in debate ---

[Mr MacNeil]

I thank the hon. Gentleman. I understand from what he says that, unfortunately, Stornoway is not the only place affected like this, but I am pleased to hear that Bangor had a successful localised approach.

The situation facing some of us is an eight-month delay, which has had an unfortunate result for at least one new recruit, who gave up her job when she accepted the coastguard job, only for it to become apparent later that she would have to wait many months, until February, without salaried employment while she waited to start the job with the coastguard.

[Bill Esterson]

The hon. Gentleman is raising some worrying examples, and I can add to them because information given to me suggests that existing coastguard staff have felt criticised by senior agency management—so much so that some of them have left, which perhaps explains some of the evidence he gave earlier. That concerns me not just in terms of what is going on with the closure at Liverpool, but what is happening at Fareham and elsewhere and the knock-on effect on the service’s ability to deliver. It does not bode well if quality and experienced staff are being criticised.

[Mr MacNeil]

I thank the hon. Gentleman for his intervention. I have some evidence that I was not going to use because I thought there was not enough support behind it. Essentially, it is an e-mail containing implied criticism of existing staff, saying that there were better, more highly trained, more experienced or higher quality staff—I cannot remember the exact words—and existing staff felt undermined by that. I will be charitable and say that that was unfortunate, but there seems to be more than one example, or it may be the same example in many places, but it is unfortunate that the situation arose.

I return to the new recruit at Stornoway. I cannot help but think that that person has been mucked about by the MCA system—I will be kind and say that it is the system. We cannot treat grown adults, whom we trust to run one of our most important emergency services, like that and expect them to go months without paid employment because of the MCA’s procedures not being clear during the recruitment.

I have outlined some of the problems of undermanning in the ops room and taking in retired people, but there are other knock-on effects. Coastguard volunteers around our coast are also affected. Some people are destined to leave the operations room to train volunteer coastguards and to give them the training they deserve and the professionalism that anyone who is ever in need of their services deserves, but they cannot leave the operations room because of the demands there, so one of the knock-on effects is that that training is not happening. Those who would oversee development of the volunteer teams cannot be in place due to the glacial recruitment issues. Courses that should be happening in rope rescue, water rescue, first aid, land search, and equipment control and maintenance, to name but a few of the 20 courses in the guide, are not happening and cannot happen. We are back at the root of the problem, which is getting people into the service in a timely, speedy, correct and clear manner. This is not good for morale.

I may have sounded critical of the MCA and operations within the coastguard, but I do not mean to. There has been a general pattern of events in the coastguard service over the last few years and I have been critical, but although I am still being critical today, I hope that the criticism is constructive. We would all like nothing better than to have a properly functioning coastguard service. It is important to get to grips with that goal, and it could be happening, but it is not.

I want to spend a few moments putting on the record the importance of another aspect of guarding the coasts: emergency tug vessels. I want the Minister to understand the seriousness with which we on the west coast of Scotland regard them. We have nuclear movements going through the Minch—the stretch of water between the Hebrides and the mainland. The Minch is used by boats carrying nuclear material from Scrabster near Dounreay to the reprocessing facility at Sellafield, and we certainly do not want to contemplate one of those boats with that cargo requiring assistance, but the possibility exists. We also have fuel tankers, and those of us who do a bit of maritime trainspotting with the automatic identification system online often see tankers transiting north and south of the Hebrides between Tranmere and Mongstad in Norway. They carry fuel into some of the roughest European waters. We also have cruise ships in ever-increasing numbers, and the coastguards tell me that these sometimes carry the same amount of fuel as a tanker, which surprised me. They also carry something else very important: passengers. There are many people’s lives at stake, and we do not want one of those ships losing power along the rocky coastline of Scotland’s west coast.

If there are problems on the west coast, we will not be ready to tackle them like other nations, which take their responsibilities seriously and have plans in place to deal with problems. We have been told that we could get a tug from the oilfields west of Shetland and north of the Hebrides, but to my knowledge no simulation of a tanker or cruise ship in trouble has been carried out at the drop of a hat so that we have some experience of what would happen in real time trying to source one of those boats. I ask that such an exercise should take place. I fear that it will not happen and that our first experience will be an emergency.

I have a couple of final points. I mentioned the Faroes, Norway, the Republic of Ireland, the Isle of Man and Canada—the internationalisation of the coastguard. I am disappointed that the Smith commission on Scottish devolution has left only a consultative role for the Scottish Government. The issues I have brought to the fore would be dealt with faster and better in Edinburgh. As we saw today in the autumn statement, some of the things that have happened in Edinburgh, such as on stamp duty, have been a good example and have been copied. We have nothing to fear from devolution and control by Government outside Westminster. Sometimes, it may be for the benefit of us all.

As I said at the start, Scotland has 60% of the UK’s coastline but only 33% of the coastguard stations. Those coastguard stations are undermanned. I hope that if anything comes out of this debate, it will be that the Minister looks at the system so that we do not have the same situation in a year, and after four years a new system will have bedded down and we will have the necessary manpower in the coastguard station at Stornoway so that people do not suffer stress, can do their job professionally, and are released from the operations room to train volunteer coastguards.

[The Minister of State, Department for Transport (Mr John Hayes)]

It is an immense joy, Mr Davies, to serve under your illustrious and benevolent chairmanship. I am pleased that the hon. Gentleman secured this debate on an important issue. It is important because coastguards are important. Their work is immensely valuable and I want to take this opportunity to thank and congratulate them on all they do to keep our shores and our people safe, not only the professionals, but the volunteers. They deserve a particular mention because in my constituency and in constituencies of other hon. Members here, volunteer coastguards do a superb job.

The provision of search and rescue is an obligation enshrined in international law and convention, including the UN convention on the law of the sea and the international convention on maritime search and rescue. The UK coastguard service’s area of operation extends as far west as the mid-Atlantic and in all other directions to internationally agreed meridians.

Picking up the hon. Gentleman’s last point, national coastguard services must operate across international boundaries to provide a search and rescue capability that is most appropriate in each incident at sea. The commitment from all professional coastguards is to protect and to save using whatever assets and resources are available, even those that may belong to other national authorities. Fear, risk, safety and rescue know no national boundaries and it is important to remember that that has always been the way and the habit of our coastguards.

From December 2010, this Government entered extensive consultations to find a way of addressing combined challenges: resilience, preventing skills-fade, improving the job offer for coastguard officers, and giving greater leadership and training support to community volunteers that make up the coastguard rescue service. Hon. Members, and particularly the Select Committee on Transport, were very much involved in those discussions and the consultation, and helped to shape the blueprint that we announced in November 2011. That was further refined in September 2013, because it took longer than we all hoped to agree new pay arrangements to reflect properly the different roles and responsibilities of coastguards working in co-ordination centres.

The unions were properly and heavily involved in that process, as they should be. I work closely, and always have as a Minister, with the trade unions that relate to the sector for which I am responsible.

[Bill Esterson]

The Minister is absolutely right to praise the volunteers, who do a fantastic job in my constituency, as in his. I am sure he is aware of a point that was made in arguing the case against the closures—I am looking at the 2011 report from Crosby. What assurances can he give about the relationships between officers in the MCA and those volunteers where coastguard stations have closed, as they have in my constituency?

[Mr Hayes]

I take that relationship very seriously indeed. I have already celebrated, in this all too short contribution, the work of those volunteers, and I see them as being critically important to the link between the coastguard service and the community. They are model examples of how voluntary involvement can not only enliven communities, but provide vital services. I take the relationship very seriously, and under this Minister, it will always be taken in that way.

Nevertheless, as the hon. Gentleman will know, the national network, made up of a new National Maritime Operations Centre in Hampshire and a series of geographically spread coastguard operation centres that, in effect, retain each of the existing paired sites, has been the product of the consultation that we described. The retained sites would move progressively into the national network over time until December 2015, whereas other centres would either close completely or would remain open but would no longer be responsible for search and rescue co-ordination.

The blueprint included new and exciting coastguard roles and responsibilities with improved pay and terms and conditions. As I said, the unions were involved in developing that package for coastguard roles, which, for example, would see shift patterns redesigned to reflect better seasonal demands, and with more weekends off over a year. In the union ballot, 79% of those who voted supported acceptance of the new terms and conditions.

The Maritime and Coastguard Agency has moved on a long way from the concept phase of this programme. We are now making real progress in establishing a joined-up national network for rescue co-ordination. The new National Maritime Operations Centre near Fareham became operational from 1 September this year, when it assumed responsibility for coastguard functions along the south coast that were previously handled by the Solent and Portland maritime rescue co-ordination centres.

Coastguards at Falmouth now operate in the first of the new breed of refurbished and refreshed coastguard operations centres, and in effect, joined the national network in October. Just as envisaged by the blueprint that we published in November 2011, any coastguard function, including search and rescue, in the areas covered by the network can be handled by anyone in that network, allowing the national commander at the National Maritime Operations Centre at Fareham to make decisions about the distribution of work loads, given the people, resources and experience available. It is that improved co-ordination, better use of resources and more efficient use of skills that lies at the heart of the blueprint and its implementation.

I believe that we can maintain and improve what we do as a result of the changes. If I did not believe that, I would not support them. It is as simple as that, because there is no way that this Minister or this Government would compromise safety or inhibit effectiveness. It is simply not our intention; it never would be and it never could be. It is important for hon. Members to accept that. As the national network evolves, the number of officers on duty at a particular site becomes less significant. Measurements of input, in the end, are bound to be less significant than measurements of effect. What matters is how the coastguard operation deals with need at the point of need.

Every month, the Maritime and Coastguard Agency is either moving an existing co-ordination centre into the evolving network or ending the search and rescue function in one of the centres that was earmarked for closure.

Road Investment Strategy

Bill Esterson Excerpts

Monday 1st December 2014 Commons Chamber

[Mr McLoughlin]

I would point out to my hon. Friend that in the midlands we have 31 schemes worth £2.9 billion. I am obviously always interested when there are specific problems, and if there are problems with opening up areas for investment I would want to consider them separately.

[Bill Esterson (Sefton Central) (Lab)]

The Secretary of State’s statement refers to the £250 million upgrade of the port access road in Liverpool. The road goes through a largely residential area and there will undoubtedly be large concerns among people living there about congestion and the impact on their homes. As my right hon. Friend the Member for Exeter (Mr Bradshaw) suggested for the south-west, will the Secretary of State also consider the potential for improving rail access for freight from the port? That should be considered very seriously, rather than our just improving the roads. Rail is a key part of the solution, too.

[Mr McLoughlin]

We must consider all these issues across the board. We have seen a substantial increase in freight travelling on the railways. My understanding is that there are two possible routes for the scheme to which he refers and we will obviously want to discuss with local communities which should be the way forward.

Oral Answers to Questions

Bill Esterson Excerpts

Thursday 28th February 2013 Commons Chamber

[Norman Baker]

I think the hon. Lady should be very pleased with the level of transport investment that the Government has committed to, particularly rail investment. In the north-west area, for example, the northern hub is being funded in its entirety. We are also seeing investment in new and reopened lines such as the Oxford-Bedford line, in redoubled lines such as the Swindon-Kemble line, and in new stations across the country—including in Teesside, Warwickshire, west Yorkshire and Coventry—six of which have already been opened. We have seen investment right across England that will proceed right through Network Rail’s current plan, and I hope that she will welcome that.

[Bill Esterson (Sefton Central) (Lab)]

10. What assessment he has made of quality bus contracts; and if he will make a statement.

[The Parliamentary Under-Secretary of State for Transport (Norman Baker)]

The bus quality contract provision is one of the tools available to local transport authorities that wish to have more say over the way in which bus services are run. Two integrated transport authorities, in Tyne and Wear and West Yorkshire, have consulted informally on their plans for quality contract schemes, and I await developments with interest. In the meantime, I am concentrating on the benefits that partnership working between local authorities and bus companies can bring to bus services for passengers. On Tuesday, I announced that Sheffield would become the first better bus area and published guidance to help other places to bid for the same status.

[Bill Esterson]

Sir Brian Souter has said that he would rather take poison than enter a quality contract. Is it not the reality that bus operators would rather maximise their profits than look after the interests of the travelling public? Should not the priority be to improve bus services, rather than to put more money into the pockets of the bus operators?

[Norman Baker]

Running a company well is a way of helping bus passengers. If a company does not look after its passengers, its services will suffer as a consequence, so I do not accept the hon. Gentleman’s premise. Brian Souter has contributed a great deal to the development of bus services in this country, and that fact should be widely recognised by all. The hon. Gentleman should also recognise that legislation is on the statute book, and that Brian Souter is subject to that legislation, as is everybody else in this country.