South Western Railway
Chris Heaton-Harris Excerpts(4 years, 7 months ago)
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The Minister of State, Department for Transport (Chris Heaton-Harris)
I thank Members who have contributed to this interesting debate this afternoon. I congratulate my right hon. Friend the Member for Romsey and Southampton North (Caroline Nokes) on securing the debate and for the opportunity to discuss this important issue in the House. She mentioned in passing Mr Speaker’s magic touch—her train appeared early the day after he granted this debate. As my right hon. Friend knows, Mr Speaker can work in mysterious ways. She also mentioned my hon. Friend the Member for Gosport (Caroline Dinenage) possibly having in her constituency the largest town without a railway station. The hon. Member for Daventry might have a competition with her on that, because the main town in my constituency does not have a station, either. [Interruption.] It is not good enough, obviously, but there are plenty of towns that do not.
Chris Heaton-Harris
And Leigh in Greater Manchester, I am informed by a terrible heckler from a sedentary position, suffers the same.
The current operational performance of South Western Railway for the period 18 August to 14 September, measuring arrival time to within five minutes at the final destination, was 82.9%. That is the common measure used by the rail industry. Using the measure that we, as a Department, now like to use—being on time within a minute—for the first quarter of this year performance was 59.7%. That is clearly not good enough.
My right hon. Friend the Member for Romsey and Southampton North knows that we are a relatively new ministerial team in the Department, and when the Secretary of State came into the Department he set out his priorities for improving the railway. He is absolutely determined to work with the rail industry to deliver a more reliable, passenger-focused railway.
Stephen Hammond
Those are appalling statistics, but the Minister is absolutely right about a customer-focused railway. He must bang the desk of Network Rail, because a number of those failures have been signal failures, such as those which we experienced on the line yet again yesterday. When he bashes South Western Railway, will he please also make sure that Network Rail is brought into that attribution, and make sure that it recognises its responsibilities to customers?
Chris Heaton-Harris
I completely hear what my hon. Friend says. I promise to take up the mantle on this issue. It has not been lying still on the table—I can also promise that.
My right hon. Friend the Member for Guildford (Anne Milton) informed the House that her constituents just wanted their rail service to do simple things—run, and be on time. I think that is a fair expectation. Maybe have enough room for three bottoms on some chairs as well, but basically that is it. I do regularly look at the various sets of statistics for the things that my right hon. Friend mentioned. I know that the Guildford ticket office has caused great concern to Guildford customers, and I do know, because I was warned by previous Rail Ministers, that the Guildford station platform 0 option is a matter of great contention locally, but I have not formally looked into it. I will ensure that I do, if that is okay as an offer to my right hon. Friend.
My Secretary of State’s vision is that the industry must make innovative changes to make the trains run on time, all of the time. South Western Railway agrees that its general performance is not yet up to the standard that it would like, and that its customers expect.
Around 70% of the delays and cancellations that affect passengers result from problems with the infrastructure, which is down to Network Rail, as my hon. Friend the Member for Wimbledon (Stephen Hammond) identified. Overall, Network Rail will spend around £48 billion nationwide on maintaining the network over the next five-year period, running from this year until 2024, and the Wessex route has seen a 20% increase in its funding compared with the previous five-year period. This funding should see more maintenance and a huge uplift in the renewals, to increase reliability and punctuality for passengers, but I know that it has not been delivered yet.
The train services provided by the South Western franchise are relied upon by 600,000 passengers every day. The train operator, South Western Railway, runs around 1,700 services each day on the network. The latest figures published show that 110,000 passengers pass through Waterloo station during the morning peak. It is a very, very busy network.
People are rightly frustrated and angry about the level of delays and cancellations that they are suffering, and I personally am sincerely sorry that that performance has reached this level—to the extent that we are having to hold this debate again on the Floor of the House. This has not happened overnight; sadly, the service has been deteriorating since about 2011-12. The Department for Transport has been working closely with South Western Railway and Network Rail to try to ensure that the causes of the problems are identified and understood and that there is a plan to turn performance around.
My right hon. Friend the Member for Romsey and Southampton North referred to Sir Michael Holden’s review of South Western Railway and Network Rail’s performance on the Wessex route. The review was commissioned by the previous Secretary of State to ensure that everything was being done to understand and address the causes of the downturn in performance on the route. Sir Michael made 28 recommendations for improving performance. Some of them could be implemented in the short term and others will take longer. He was clear that there is no silver bullet and that it will take time to restore performance to acceptable levels, and that is our highest priority.
Sir Michael’s recommendations cover a range of disciplines, including performance management, train operations, infrastructure maintenance and renewals, and control and resourcing. He also suggested a number of infrastructure changes that could be made to improve the service. SWR and Network Rail are documenting their progress and sharing a copy of their “tracker” with the Department each month so that we at the centre can see how they are progressing. I can assure my right hon. Friends that we are monitoring it very closely.
Caroline Nokes
I welcome the fact that the tracker is being shared with the Department, but does my hon. Friend have any plans to share it more widely with Members of Parliament from across the south-west who are hearing the same levels of frustration in their postbag?
Chris Heaton-Harris
I asked my officials the very same question before the debate, and currently there are no such plans. However, I am sure that we can have a conversation afterwards and perhaps get to the stage where we do not need a humble address or anything too exciting to get the information.
Sir Michael has also been retained by SWR and Network Rail to review their progress. He has confirmed that 16 of his 28 recommendations have already been delivered to his satisfaction, including key infrastructure changes and relaunching SWR’s approach to performance management. I understand that he is due to return to check on progress in November.
A range of recommendations were made on performance management. SWR and Network Rail have established a joint performance improvement centre at Waterloo to focus on the critical areas of delivery across the infrastructure and train operations, and that is key to understanding what is actually happening and, more importantly, what can be done to prevent delays. I have an outstanding invitation to be shown around the JPIC, and I would be delighted if my right hon. Friend, and perhaps other Members, joined me to see at first hand how the executive teams at SWR and Network Rail are tackling the performance issues. I will happily arrange for my office to have the invitation extended if that is suitable—it seems like it could be a date.
Other areas of progress have seen £3.5 million invested to redesign the SWR control centre arrangements and create an industry-leading set-up to improve train performance. As part of that work, SWR is implementing enhanced decision support tools and improving training and competency management systems for controllers—lots of long words, but they refer to unbelievably important things that are going on. SWR is reforming its control centre operations, recruiting more people to improve decision making and providing information to customers during disruption. I heard very loudly indeed the complaints about communications to passengers. I have seen the complaints about communications—just type “SWR” into Twitter and have a cursory glance. The point is well made and well understood. Improving the control centre operations is a crucial part of improving performance and, ultimately, providing a better service to customers.
Other progress is being made to mitigate the biggest causes of delays within SWR’s control. It has introduced an innovative scheme that employs paramedics to work at the key London stations that are most impacted when people fall ill, and it has made significant investments in suicide prevention measures to ensure that SWR is doing as much as it can to reduce the impact of these tragic events.
The national rail passenger survey results for 2018-19 show that SWR failed to meet the expected levels against all nine benchmarks, with only 83% of passengers satisfied overall with their journey. SWR is therefore being required to make additional investment in initiatives to try to meet the contracted levels within the coming year.
There are obviously occasional strikes on the network, which are causing disruption to SWR. I understand and share the frustrations of all users of South Western Railway services who are being unnecessarily inconvenienced by the action being taken by members of the RMT union. My Department has been clear that it wants to see more people, not fewer, working on our railways so that it can deliver more services for passengers. SWR’s plans are completely in line with that. It will be employing more guards on trains in future, not fewer, and it has been clear from the outset that no one will lose their job and every service will continue to have a guard or conductor rostered to work. SWR wants to discuss with the RMT the method of operation of the new trains, which may involve transferring the task of closing the train doors from the guard to the train driver on the new suburban trains that are due to be introduced in 2020. This is a safe, well established practice that has been in place on our railways for the last 30 years. The RMT currently objects to it. We do not think that is right, but I hope that there will be proper dialogue to overcome that situation.
Forgive me, Mr Deputy Speaker, for taking a bit longer than normal, but we have a bit longer than normal and I want to address properly the points that my right hon. Friend the Member for Romsey and Southampton North raised on behalf of her constituents.
Overcrowding continues to be an issue on this franchise. Significant investment that has already been made has seen suburban network trains lengthened from a maximum of eight cars to 10 cars. In the very first year of this franchise, SWR completed the introduction of 150 more carriages when the class 707s were introduced. Where possible, mainline services have also been lengthened using the units that were freed up by the increase in the suburban fleet. We have also introduced more terminal capacity at Waterloo by fully reopening the former Waterloo International platforms.
SWR’s plans for the franchise anticipated further capacity increases from changes to the layout of the existing fleet, the refurbishing and introduction of class 442 units, which my right hon. Friend mentioned, and the replacement of the entire suburban fleet with a new fleet of 750 carriages in Bombardier five and 10-car class 701 Aventra trains—an increase in the fleet taking it to almost 1,700 vehicles by the time that they are all in service. It is absolutely true, regrettably, that these projects are running behind schedule, but everything is being done to see those trains enter service as soon as possible.
Turning to the specific concerns of my right hon. Friend’s constituents, Mr Willey and Mr Wilson, about short formations, I am aware that, following the changes to the May timetable, a safety issue emerged with the operation of the class 442 fleet, so the trains that had been introduced have been withdrawn until the problem—electromagnetic interference with a signal, so quite a significant safety issue—has been resolved. SWR and Network Rail are working as fast as possible to resolve it.
Caroline Nokes
The Minister has referred a number of times to things being done as fast as possible and the new fleet being introduced as soon as it can be. Can he give any indication of a timescale?
Chris Heaton-Harris
I can, and I will probably get to that in a minute, because I am going through this in some detail. I will also write to my right hon. Friend to clarify completely any points that I do not pick up on in my speech.
As I said, SWR and Network Rail are working as fast as possible to resolve the issue, but in the meantime, SWR has had to make some changes to its timetable and train plan to minimise the impact on passengers. I am pleased to say that Delay Repay 15 has been introduced on the franchise and the process for claiming compensation has recently been streamlined. That includes the introduction of automated Delay Repay in the case of advance tickets bought on the franchise’s website and Touch smartcard season tickets.
I note the concerns that my right hon. Friend mentioned, on behalf of Mr Whiteman, about compensation when there is a revised timetable. Measuring entitlement against the revised timetable is an established feature of delay repay compensation policy; publishing a revised timetable is designed to help passengers plan their journey—she suggested that is a good idea—and thereby avoid delays where they can.
My right hon. Friend also asked, sensibly, about how transport strategy is joined up, citing the journey of Mr Dickerson as an example of an interesting multi-modal journey. It is of course for individuals to make decisions about what works best for their own circumstances. A train timetable has to be planned based on making best use of the capacity available to meet the forecast demand, especially at peak times. Network Rail regularly undertakes route studies as part of its long-term planning, to ensure that plans for investment in the network are developed and targeted at adding capacity where it is most needed. I am hopeful that as one of the results of the Williams review, which will come before this place in a White Paper later—we hope it will be this year—we will start to see the emergence a much more integrated system, of the type that my right hon. Friend envisages, rather than of the type that Mr Dickerson now takes part in.
All SWR trains are fitted with wi-fi, including the new trains that will arrive in 2020. By December 2020, an on-board media service of films, TV shows, magazines and games will be available on all mainline fleets.
Caroline Nokes
I think it is important to take the opportunity to press the Minister when I can. He makes the point that wi-fi is fitted—it is, but it simply does not work. It is complicated to log on to and it drops out frequently. Will he use all power to his elbow when discussing this with SWR? We know it is there, but make it better.
Chris Heaton-Harris
That discussion has already been had, so SWR is working with BT to install 31 new masts and upgrade 104 existing lineside masts to deliver better phone signal improvements for more than 90% of customer journeys. Full deployment of that will come in the next three years.
Chris Heaton-Harris
Full deployment of that will come in the next three years.
On the experience during the summer of my right hon. Friend’s constituent who uses a wheelchair, clearly this situation was handled badly and is unacceptable. I had not heard of this particular case beforehand, although I follow these cases closely in my office. I used to be the chairman of the all-party group on learning disability, and I think accessibility on our railway should be and is absolutely a priority of a modern-day rail service.
Stephen Hammond
I am pleased that the Minister is touching on this point, because I wanted to raise it. Accessibility, both for people who are disabled and for young mothers and others, is a real issue. Major stations up and down the SWR network have failed to have that step-free access implemented. I am thinking of places such as Raynes Park, in particular; currently, disabled people have to catch a taxi to Wimbledon in order to get on the train. That level of access is not acceptable.
Chris Heaton-Harris
I completely get the point that my hon. Friend is making, as well as those made by the hon. Member for Bristol East (Kerry McCarthy) and a host of other points I have picked up on since I became the Minister of State with responsibility for rail. I can honestly say that we are looking at this as hard as we can. Obviously, it would be much more helpful if people were able to book in advance, and they are able to. I know from my commute home on London Northwestern that a huge amount of investment has gone into some software at Euston and 35 people work there to ensure that disabled people or people who need help to get on and off trains can book that help in advance and get on and off in the right place. The work is being done and it is extremely important to me and to all the franchise holders.
We are continuing discussions with FirstGroup about train service operations for the future great western franchise, which will start in April 2020. The hon. Member for Bristol East has left the Chamber, but she would be interested to know that the discussions include options for the heart of Wessex line, which was a route that respondents to the public consultation suggested would benefit from improvements in the frequency of train services.
As I said in my opening remarks, SWR agrees that its general performance is not yet up to the standard that it would like, that its customers expect and that we all would expect. SWR’s joint performance improvement centre at Waterloo, which was established together with Network Rail last year, is focusing on performance improvement initiatives that should have a real impact on services. I look forward to taking my right hon. and hon. Friends to see it. SWR is working to reduce the number of incidents on the network to be more responsive to them when they occur. So, a whole host of things are going on to try to improve the situation for my right hon. Friend’s constituents and all who travel on the SWR network.
Steve Brine
I thank my constituency neighbour, my right hon. Friend the Member for Romsey and Southampton North (Caroline Nokes), for securing this important debate. One bit of homework that I would give to the Minister and the new ministerial team is on the issue of smart ticketing, and specifically on part-time season tickets. We had a commitment in the 2017 Conservative manifesto and, two years into the Parliament, the work is still outstanding. SWR’s carnet product is not a part-time season ticket, and my constituents see through attempts to present it as such. Work patterns are different these days and people feel that they are paying a lot of money for a five-day season ticket that they do not need. I do not ask the Minister to respond in detail at this point, but if he would write to update me on where we are with respect to that manifesto commitment on part-time season tickets, I and the good people of Winchester would be intensely grateful.
Chris Heaton-Harris
It would be a pleasure to write to my hon. Friend on those matters, and I think he will quite like the response he gets.
I thank my right hon. Friend the Member for Romsey and Southampton North and all Members who have taken part in this important debate. I have mentioned that the service on this part of our railways is currently absolutely not good enough, but I have spoken about the many ways in which we are trying to make improvements and to eradicate the reasons for the poor standard of performance—but there is much more to do.
Question put and agreed to.
Oral Answers to Questions
Chris Heaton-Harris Excerpts(9 years, 2 months ago)
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Chris Heaton-Harris (Daventry) (Con)
7. What assessment he has made of the effectiveness of Select Committees since 2010.
The First Secretary of State and Leader of the House of Commons (Mr William Hague)
During this Parliament, reforms have been implemented to elect Chairs of Select Committees and to allow them to make statements on the Floor of the House and in Westminster Hall. That has led to a stronger mandate for Chairs of Select Committees, increased visibility of their recommendations and therefore a corresponding increase in their effectiveness.
Chris Heaton-Harris
Using his 26 years of experience of this place, will the Leader of the House agree that the election of Select Committee Chairs has been a significant development in the reform of this place and in giving power back to Back Benchers? What ideas does he have to give more power to Back Benchers in the future?
Mr Hague
It has been a very significant reform. Indeed, it is one of the most significant reforms since the establishment in 1979 of the Select Committee system as we know it today. Both that reform in 1979 and this reform in 2010 took place under Conservative Leaders of the House of Commons. Members across the House will continue to use the increased opportunities that are now provided for greater independence for Back-Bench Members, but consideration of what procedural changes are needed for that are really now matters for the next Parliament.
Cycle Safety (Buses)
Chris Heaton-Harris Excerpts(9 years, 10 months ago)
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Chris Heaton-Harris (Daventry) (Con)
It is a pleasure, Mr Speaker, to get lucky and get this Adjournment debate tonight. I am glad to have been given the opportunity to hold this debate, as it raises an important and emotional topic not only for some of my constituents but for far too many families affected by fatal cycling accidents up and down the country.
I was first contacted by my constituents, Peter and Barbara Helliwell, in February 2012. They wanted to raise the circumstances around the case of their daughter, Jayne, who was tragically killed having being struck by a bus while cycling in Oxford street in April 2010, aged only 25. At that time, Jayne lived in east London and worked as an artist, photographer, graphic designer and music video director. She studied at Kingston university, cycled regularly, and had a specially adapted bike for city riding. In fact, she was on her way to a photo shoot when she was tragically killed, just a week before her 26th birthday. As a testament to her character and the impact her life had had on so many others, Jayne’s friends recently held a 30th birthday party for her in London, which her parents attended, to celebrate what was such a bright and promising life, taken far too soon.
In my largely rural Daventry constituency, fatal bus collisions are very rare, thankfully, so speaking to Peter and Barbara was the first time that many issues surrounding cycling in cities and cycle safety around buses had been raised with me. Peter and Barbara, Jayne’s parents, are an unbelievably strong and level-headed couple, especially given the horrific situation that they have been through. They pointed out to me many pertinent points and reasonable arguments about how to improve the safety of cyclists in cities and around buses, and I hope that I will do them justice here.
Many of those points are echoed in the high-profile Cities Fit for Cycling campaign led recently by The Times. In February 2012, the newspaper launched an eight-point manifesto for its cycling campaign. It said that heavy goods vehicles entering city centres should be fitted with sensors, audible turning alarms, extra mirrors, and safety bars. It suggested identifying the 500 most dangerous road junctions and redesigning them accordingly with added safety measures. It pushed for a national audit of cycling. It asked the Highways Agency to earmark 2% of its annual budget for next-generation cycle routes. It called for improved training of cyclists and drivers, including cycle safety becoming a core part of the driving test. It proposed a mandatory default speed limit of 20 mph in residential areas where there are no cycle lanes. It said that businesses should be invited to sponsor cycle schemes, and that every city in the country should appoint a cycling commissioner.
In the light of their own experience, the Helliwells had additional important points they wanted to raise. They pointed out, for example, that there remains ambiguity about the legal position on the appointment of bus drivers with known medical conditions that could suddenly spark and cause an accident, such as a history of sciatica. Sciatica is the cause of much concern. Medical opinion states that this condition can result in sudden leg movements, potentially causing the driver to hit the wrong pedal. Alas, in Jayne Helliwell’s case, that is exactly what happened—on one of the busiest roads in the United Kingdom.
Should bus drivers be allowed to drive with sciatica, and should the Driver and Vehicle Licensing Agency include sciatic pain as a reason not to drive unless a driver undergoes regular medical checks? CTC, the national cycling charity, has said that
“in the Helliwell case, the driver had a long-term illness which his employers were not aware of. Better medical testing must be carried out on drivers to avoid this sort of incident occurring again”.
In Jayne’s case, the Crown Prosecution Service opted to offer no evidence because
“it is not now sure that the prosecution could reach the high standard of proving, so that the jury would be sure that (The Driver) drove far below the standard expected of a competent and careful driver given those medical circumstances in which it has already been shown that he would not have been able to foresee the sciatica coming on in the way in which it did, causing him to press the accelerator rather than to press or try to press the brake”.
We must therefore ask questions about the medical condition of sciatic pain and its continued impact upon serious and fatal collisions. I would like to hear whether the Minister thinks that his Department’s current guidance on these matters is sufficiently strong.
It is also important to consider the policies on how bus drivers are retrained when returning to work after having a road traffic incident while working. In Jayne’s case, the driver in question had been involved in a number of previous incidents and had received “corrective training” years before Jayne’s death, which still counted as “current”. Actually, Metroline, the bus company involved, considered “corrective training” to be “current” for five years.
To be fair, Transport for London has done a lot to improve cycle safety around buses recently. The Helliwells, who have travelled down to listen to this debate, have already remarked on the number of buses they have seen displaying the extra large yellow stickers on the back to alert cyclists to their proximity. Transport for London should be commended for examining the issues that many cycling campaigns have raised on promoting bus driver training. However, there remain a few questions on how robust its policy review has been in practice. There is a concern that best practice is starting in London but not being spread to local authorities across the rest of the country. As CTC has said,
“bus drivers should have to undergo cycle safety training similar to that which has been carried out by Transport for London, particularly in areas like Oxford and Cambridge, where the aggression cyclists face from bus drivers is at its worst. Training is particularly needed in places where bus lanes are less than 4.5m wide”.
I should add that cycle lanes that are less than 3 metres wide are common across the country. To improve road safety, councils, in particular, should be proactive in tackling the danger presented by buses, which is very much within their jurisdiction.
Unfortunately for Peter and Barbara Helliwell, the issues that arose in 2010 involved not only road safety itself, but the conduct of the transport companies in London. After the collision, Metroline did not contact the Helliwell family until August 2010—four months after the event—even though it had completed its own internal disciplinary procedure on 27 April, which had resulted in the dismissal of the driver at fault. Alas, Mr Helliwell told me that not only did the company take that amount time to make contact, but when it eventually did it showed no remorse whatsoever. Following that experience, I think it is fair to say that all transport companies should heed the words of the Helliwells and examine how they communicate with and support collision victims and their families. They should aim to work alongside police support officers, and all involved parties should clarify what their roles are in these circumstances. Importantly, they should identify what support is available to families and victims.
Another point that Peter and Barbara have raised with me concerns the compensation claims procedure. It is a long and stressful process that essentially involves a complicated negotiation over a long period of time. That is the last thing a family needs when trying to gain some closure after losing a loved one. I simply cannot imagine how impossible it must seem to have someone put a figure on the cost of a family member’s life. In Jayne’s case the compensation system created anger and confusion. The family were offered a sum of £3,000 for expenses, but, when they indicated that it would go to a charity, it rose to five times that amount—£15,000—with no explanation given for the vast difference or the quick change of mind.
The Helliwells have suggested that bus companies, or their insurers, should set up a fund to remove the need for such a long, enduring compensation process, and that it should be modelled on other compensation funds that deal with similar situations. That would certainly ensure that the detached, impersonal nature of Mr and Mrs Helliwell’s experience with Metroline would be addressed, because people would have a direct line of compassionate contact. As such, the companies should offer more trained support staff to work with victims, families and drivers affected by the trauma of a collision.
I also want to address the legal case, although I am aware that the subject is not within the remit of the Under-Secretary of State for Transport, my hon. Friend the Member for Scarborough and Whitby (Mr Goodwill). My constituents would like the role of the Crown Prosecution Service to be examined, as they had no contact at all with the appointed barrister until minutes before the Crown court trial. They would have liked to have had the option to meet the appointed barrister long before the trial, to find out what was being done and why—in the same way that a defendant has meetings with legal representatives beforehand. In addition, the Helliwells have spoken about how impersonal and faceless the legal process was at times. Certainly, in such a situation, some humility would have gone an awfully long way.
Since this debate went on the Order Paper, I have been contacted by various other people and organisations that have either been affected by the issues I am raising or that are campaigning on them. Although one charity has said that it commends the work of Transport for London in trying to learn lessons from the past and improve things, one individual who was put into a coma following a bus collision in 2009 has told me of the fight he has had to get Transport for London to start publishing its casualty data each quarter. This individual’s campaign has led to data being routinely published, following his hard work and that of some Conservative London assembly members. The data show that, on average over the past five years, Transport for London buses have killed or seriously injured a person every day.
It is surely in the interests of Transport for London, as the sole contractor of London’s bus services, to do more and go further to ensure that that number decreases. In highlighting that number, I have to ask: what lessons have Transport for London and the Department for Transport learned following Jayne Helliwell’s death, and what further steps do they plan to take to try to prevent similar deaths in the future?
Having spoken to the Helliwells, I know just how grateful they are for the support continually offered by family and friends, but they have particularly highlighted the excellent support that the charity Brake has given them since Jayne’s accident. Brake is a fantastic road safety charity that exists to stop the needless deaths and serious injuries that happen every day on the roads of the United Kingdom. It promotes road safety awareness, safe and sustainable road use and effective road safety policies. Importantly, it offers care for families where a loved one has been seriously or fatally injured in a road collision. To not use today’s debate to highlight that work and to thank Brake for the support it has given the Helliwells would be a wasted opportunity, so I thank it now.
I invite you, Madam Deputy Speaker, and, indeed, all Members to take an active part in road safety week, which will run from 17 to 23 November. This year’s theme is “Look out for each other”, emphasising that drivers, especially those of large vehicles, need to be aware of other, vulnerable, road users—a rather poignant campaign, given the subject of today’s debate.
Although I am a recreational cyclist, I am not one of the tens of thousands of people who get on their bike to go to work or to study. I understand that it is impossible to guarantee all the country’s cyclists complete safety, but I really do not think it is too much to ask that we learn from the tragic death of Jayne Helliwell and try to ensure that bus drivers are correctly trained and aware of the dangers they can pose to cyclists on our increasingly busy streets.
Jayne’s accident was the most horrific of tragedies. Let us hope that learning lessons from it can prevent others like it in the future.
Street Lighting (Residential Areas)
Chris Heaton-Harris Excerpts(11 years, 3 months ago)
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Stephen Hammond
The hon. Gentleman has made his speech, and if he will forgive me, I am now setting out the Government’s overall responsibility and the liabilities and duties of county councils. I am setting out the situation, as he did, and if he will wait a few minutes longer, I will make some comments on the Government’s response. It is important to set out the case, so that we can understand it and so that we can all agree on what is actually happening. That is what I am attempting to do.
I have just made the point that, in response to criticism, the county council carried out a further consultation. The chief executives of all of the county’s borough and district councils were sent letters and invited to meetings on street policy. Written responses were received from three borough councils in Northamptonshire, including Corby, which asked that the lights be put back on in crime or accident hot spots. I think that the hon. Gentleman would acknowledge that the county council has addressed some of those concerns, and that changes were made to the policy as a result, specifically in regard to the reduction of repair times, as well as to switching the lights back on.
During the switch-off period across Northamptonshire, the public were invited to submit appeals if they felt that the proposed policy was not being correctly applied. In theory, that appeal period was due to end in September 2011, but in practice it was extended until December 2012. During that period, the council considered some 4,000 appeals and, as a result, nearly 1,000 street lights were turned back on.
I understand that the leader of Northamptonshire county council met the leader of Corby borough council—I am not sure whether the hon. Gentleman was present at that meeting—to try to come to some arrangement on the street lights in Corby, and offered to switch back on any lights that the borough council wanted to be kept on, so long as the borough provided a 50% funding contribution. I also understand that, although the borough council has made a certain amount of noise, it has not yet taken up that offer.
Chris Heaton-Harris (Daventry) (Con)
My constituents were affected in the same way as Corby residents, but a number of parishes across my constituency pay for their own street lighting. I have thus received almost as many letters complaining that people were having to pay twice for street lighting across the county as I did from those complaining about switching off the lights in inappropriate places.
Stephen Hammond
My hon. Friend makes an interesting point.
Before I leave Northamptonshire, it is worth saying—and it is important to point out—that the reduced energy usage that the change in policy will have yielded by the end of March 2013 is expected to be approximately 10,500 tonnes of carbon saving, and there will be annual savings in excess of 5,000 tonnes in the future.
Oral Answers to Questions
Chris Heaton-Harris Excerpts(11 years, 3 months ago)
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Mr Burns
The hon. Gentleman raises a very important point, although it is obviously equally important to listen to local views. My understanding is that both Derby and Derbyshire, and Nottingham and Nottinghamshire did not think it was right that they be linked with Sheffield because of different considerations in their geographical make-up and in their needs. We have decided that, in the interim, we will not link Sheffield with Derby/Derbyshire and Nottingham/Nottinghamshire, but we will leave it to the local communities to seek, in the short term, an agreement that will be mutually acceptable to all communities.
Chris Heaton-Harris (Daventry) (Con)
T6. My question is further to that asked by my hon. Friend the Member for Lichfield (Michael Fabricant) about services on London Midland trains. Staff shortages and other issues have led to an unbelievably poor service, with London Midland’s chief executive saying earlier this week that he was “embarrassed” by the service being offered. What will the Government do to ensure that London Midland improves the service it offers my constituents?
The Parliamentary Under-Secretary of State for Transport (Norman Baker)
As I mentioned earlier, there have been discussions between the Department and London Midland, and they are ongoing. London Midland has taken steps to improve its rostering and to recruit more drivers to try to ensure that the very poor service that my hon. Friend’s constituents have had is not repeated this year. We continue to monitor the situation, and we will take further action if necessary.
Civil Aviation Bill
Chris Heaton-Harris Excerpts(12 years ago)
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Karl Turner (Kingston upon Hull East) (Lab)
On a point of order, Mr Deputy Speaker. I have heard today that the Deputy Prime Minister may be planning to visit my constituency. That has caused me to make various inquiries. I began by ringing the Deputy Prime Minister’s departmental office and I was told that if he is visiting Hull East tomorrow, it will not be on ministerial duties. I then received a phone call from Lib Dem HQ, telling me that they were very sorry and that there had been some sort of mistake as the Deputy Prime Minister will, indeed, be in my constituency tomorrow.
Karl Turner
I wonder whether you can advise me on this matter, Mr Deputy Speaker.
Mr Deputy Speaker (Mr Lindsay Hoyle)
Order. Mr Heaton-Harris, you should know much better, as you have many years of experience in Europe in addition to your time as a Member of this House. I am sure the point of order is coming to an end, and when it does I shall give a quick ruling.
Jim Fitzpatrick
I do not expect to detain the House for very long on the new clauses, as they are primarily probing, but we are interested in Government amendment 19, which deals with clause 77. The apostrophe and full stop in the amendment look very curious indeed, and we look forward to receiving an explanation of their significance.
In Committee, the Minister teased us about our change of position on the Pilling report and on our support for National Audit Office oversight of the CAA. We said, in justification, that the world had moved on, and that evidence was coming forward, particularly from the British Air Transport Association at that time, in respect of the Government’s explanation of the CAA’s audit arrangements. BATA stated that it in fact involved a normal company audit to ensure that there was no fraud, whereas we were proposing an NAO audit examination of efficiency and value for money.
Only this week, Members will have seen the correspondence from Virgin Atlantic citing the example of the Financial Services Authority. The CAA will be run along similar lines to the FSA. Although the NAO is tasked with keeping track of taxpayers’ money, it has oversight of the FSA, which receives no income from the taxpayer. The CAA will be in the same position. There are clear parallels between the two organisations, so why will the NAO not have oversight of the CAA as well? Other industry-funded regulators are subject to NAO oversight, including Ofgem, which is funded by the energy companies, Ofwat, which is funded by the water companies, and Ofcom, which is funded by broadcasters, the media and communications providers. We are trying to address that anomaly in new clause 4.
Moving on to new clause 5, the Minister stated in Committee that she had written to the leadership of the CAA to say that she expected it to
“lead the Authority in such a way that it: is run efficiently and effectively, thereby minimising the cost on the aviation sector, and providing value for money”.––[Official Report, Civil Aviation Public Bill Committee, 13 March 2012; c. 344.]
We received evidence at the time, however, from British Airways, which stated that
“the CAA has scope to make significant improvements in efficiency”.––[Official Report, Civil Aviation Public Bill Committee, 13 March 2012; c. 342.]
That statement was referring to the CAA before it got its new powers and responsibilities, which placed even greater pressure on it. My hon. Friends the Members for Liverpool, Riverside (Mrs Ellman) and for Blackley and Broughton (Graham Stringer) raised this matter in Committee several times, and they might well try to catch your eye again today, Madam Deputy Speaker, in order to reinforce the point.
In Committee, the Minister pointed out the technical flaws in our original amendment, so we have tidied it up. We have taken her advice and ensured that the new clauses are more appropriately worded. She also said that she would reflect on the matters that we had raised in Committee, and we would be grateful if she would share her conclusions with the House today.
Chris Heaton-Harris
Before I start, may I say in passing how much I admire the rulings of the Chairman of Ways and Means? He is a great gentleman and I apologise for having been told off by him earlier.
The Minister will know that in Committee I raised one point about regulation. As she will recall, I raised the concerns of a very big business and a large industry in my constituency—DHL and the industry trade body, the Association of International Courier & Express Services—about the information provisions. I thanked the Minister then and I thank her now for the positive comments she made about the express services sector. As she acknowledged, DHL is a very significant employer in my constituency, and obviously a key player in the wider UK exports market.
As the Minister knows, the express sector as a whole is broadly supportive of the Bill and wants to work with the Government and the Civil Aviation Authority to ensure that the security aspects are implemented effectively and in consultation with all stakeholders. However, AICES members are concerned that express services have been incorporated into the information on services provisions, which they feel are not appropriate to the sector.
First, express services operate in a different and a very competitive marketplace, and failure to provide the necessary information to their customers would simply result in those customers moving their account. It is a very fluid market indeed. As the Minister acknowledged in Committee, this is mainly a business-to-business sector rather than a business-to-consumer sector, which makes it very different from passenger traffic on airlines. In consequence, the level of regulation required is also very different. I know that the Minister has acknowledged this key difference in the sectors being regulated—between air passenger traffic and express—and it would be helpful to know whether she believes that the CAA shares her views.
Secondly, as I said in Committee, Ofcom already has the relevant powers on the provision of information on express services under the enabling provisions of the Postal Services Act 2011. I was concerned about a possible duplication here. The enabling provisions under section 51 of the 2011 Act could further extend to cover under subsection (3)(d)
“the information that is to be made available by postal operators to users of their services about service standards and about the rights of those users”,
and under subsection (3)(e)
“anything else appearing to OFCOM to be necessary to secure effective protection for those users.”
That is effectively duplicated in information terms in the Bill. Under this particular section, express services constitute postal operators.
Ofcom has judged that there has been no market failure in the provision of information and that the powers in the Act are not required to be used at present. They are still there, however, so conferring the CAA with the same powers will lead to regulatory duplication. Existing legislation already provides for the required “future-proofing” that we talked about so much in Committee.
Finally, but crucially, the express sector is different from air passenger traffic because the mode of transport is not relevant to the consumer. The key factor is the time required to get a package from A to B. How it gets there is completely irrelevant. Most of the time it will be done by air in this particular sector, but sometimes it will be done by truck—and sometimes, perhaps, on public transport. Obviously, the same cannot be said for air passengers unless they are unfortunate enough to land on the wrong runway at Heathrow and want to get to terminal 4. That fact means that the consumer would expect Ofcom, not the CAA, to be the relevant regulator. Making the CAA the regulator for the provision of information services in the express sector would be confusing, and unlikely to bring any benefits to consumers.
I hope that the Minister will comment, will look again at the issue, and will perhaps even consider meeting me, along with representatives of the Association of International Courier & Express Services, to discuss the association’s legitimate concerns.
Civil Aviation Bill
Chris Heaton-Harris Excerpts(12 years, 3 months ago)
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Priti Patel (Witham) (Con)
I start as others have done by paying tribute to the hon. Member for Feltham and Heston (Seema Malhotra) for her maiden speech. All Members who visited her constituency during the by-election campaign recognised and appreciated the economic significance of Heathrow airport to her constituents. For me, it was a complete reality check to recognise how closely her constituents experience the airport through the flight paths and the low-flying aeroplanes that travel down in proximity to the runway. That was a real eye-opener for many of us, but we recognised at the same time that many of her constituents were employed by the airport. I for one maintain that Heathrow is a massive economic hub, not just for London and the south-east but for our country. I have been a frequent traveller through Heathrow.
Chris Heaton-Harris (Daventry) (Con)
I am listening to my hon. Friend’s comments. I had assumed that when people were coming in to land, they normally wanted to be in close proximity to a runway.
Chris Heaton-Harris (Daventry) (Con)
It is a pleasure to take part in a debate that has featured a sparkling maiden speech from the hon. Member for Feltham and Heston (Seema Malhotra). I spent a great deal of time in what is now her constituency, trying to ensure that she did not get the job. My wife lived there when we were courting, and I know it reasonably well. I know, too, how important the biggest airport in the country is to the constituency, and how many people work there. I know that she will be a very good champion of all her constituents, and I congratulate her again on her maiden speech.
It is also a pleasure to follow the hon. Member for Witham (Priti Patel), who reminded us of the importance of runways in the context of aviation. There was an incident not so along ago when a jet coming into Heathrow did not quite make it, and that proved that runways are all-important.
Let me record my sympathy for the Minister of State, Department for Transport, my right hon. Friend the Member for Chipping Barnet (Mrs Villiers), who was to have responded to the debate. I hope that I am correct in describing her as a right hon. Member. If she is not one, she should be, for she is excellent. Unfortunately, in a bid to become road safety Minister, she was injured in a cycling accident and is undergoing surgery.
As we have heard from Members on both sides of the House, including the hon. Member for Feltham and Heston and my hon. Friend the Member for Tamworth (Christopher Pincher), aviation plays a critical role in UK plc. My constituency, which is in the heart of the midlands, near junctions 15 to 19 of the M1—anyone who remembers seeing the old Rugby radio mast while driving up the M1 will know where it is—is now typified by a number of jobs that rely on the aviation industry. It is a hub for all the cargo that is shipped up from Heathrow, down from East Midlands airport and across from Birmingham. It is because so many jobs in my constituency rely on the aviation industry that I wanted to speak in the debate.
However, aviation is important to the economy in many other ways. I was recently lucky enough to travel to Kazakhstan, Azerbaijan and Georgia. All the people whom I met in those growing economies had this in common: they were desperate to come to the city of London, and, if they had any money, they wanted to spend it here. We need a gateway that can accept all those fantastic consumers of the future, and can welcome those who wish to do business with us and invest in us.
The experience at Heathrow airport is very different, however; it is a shopping centre with a couple of runways attached. For the Heaton-Harris family, getting to a gate at Heathrow airport involves an awkward shopping experience. The last flight I caught out of there cost me only a couple of hundred pounds, but the shopping experience almost trebled that. I know only too well, therefore, how much business comes from airport shops.
I have an airport in my constituency. The wonderful airport of Sywell has a rich history and an interesting and controversial present, which is why that is the only comment I shall make about it.
Turning to our country’s larger airports, much of our aviation regulation is governed by 1980s-style legislation, which is one of the reasons this Bill has been introduced. This Government and the last Government both realised it needed to be updated.
Mark Reckless
My hon. Friend talks of 1980s-style legislation as if it were a bad thing. Does he not remember who our Prime Minister was at that time, and might he therefore like to reconsider that remark?
Chris Heaton-Harris
I am suddenly enamoured with 1980s-style legislation. Indeed, I had the haircut to go with the music of that era—I had some follicles back then.
The Bill offers a package of reforms to make regulation and the sanctions that support it flexible, proportionate, targeted and effective. It proposes removing unnecessary regulation and intervention by central Government and devolving more responsibility to the independent specialist regulator, the CAA. It also seeks to make the CAA accountable and to ensure that it weighs both the costs and benefits of its decisions. Further, it proposes that some of the costs of regulating aviation should be moved from general taxation to the aviation industry, so that the people who use it, pay for it. That is the right way forward.
Above all, the Bill puts the consumer first, and I am all in favour of that. I am a regular customer of the aviation industry—although I would like to be a more regular customer—and when booked on a Ryanair flight I become the Michelin man, as I will wear all my clothes because I do not want to pay the excess sum for booking in a suitcase. I am also the man who has to repack his “smalls” in front of the waiting British Airways passenger queue because my baggage weight has exceeded the limit and the lady at the check-in desk has said, “23 kilos and a few extra grams is too much.” I am all for more deregulation and common sense in the aviation industry, therefore. It is very important that the consumer is put first in respect of the regulation of airports, which have substantial market power. The CAA’s primary duty should be to consumers. Passengers and, importantly, the owners of cargo must have a greater say.
The Bill also gives the CAA a role in promoting better public information about airline and airport performance. I support the clauses that provide that. Transparency and greater information are essential. As a consumer, I like to be able to look at relevant information and choose my airport and carrier. In that regard, the more transparency, the better.
Sarah Newton (Truro and Falmouth) (Con)
I agree about the need to reform regulation. Does my hon. Friend agree that we also need a proportionate approach? Newquay airport is in a neighbouring constituency to mine, and it serves all of west Cornwall. It is vital for connecting Cornwall with the rest of the UK and beyond for business and other purposes. We must bear in mind the importance of such small and remote airports that may not—
Mr Deputy Speaker (Mr Lindsay Hoyle)
Order. Members must make brief interventions, not speeches. I have been very lenient. I also ask Members to face the Chair when intervening.
Chris Heaton-Harris
I agree with my hon. Friend. I used Newquay airport once, and it is small but perfectly formed. The small airports around our country serve as important regional hubs. Because they serve the regions so well, they become very important to the local business community, such as in respect of inward investment. My hon. Friend is right to stress the need for a proportionate approach.
The environmental impact of aviation gets the juices of the hon. Member for Cambridge (Dr Huppert) flowing; indeed, the bulk of his speech was about that subject. Measures to be taken to mitigate adverse effects are relatively well addressed in this Bill, and I am sure they will be fleshed out in Committee.
The Transport Committee raised a handful of concerns during its pre-legislative scrutiny of the Bill. It agreed with just about every Member in the Chamber that the UK needs a healthy, competitive and sustainable aviation industry that includes the very important regional airports, as we have heard, and air services. There are some questions, however, that have yet to be completely answered about the transfer of safety and security to the CAA. There are concerns that the Government are proposing to transfer that important area without proper planning and consultation just to reduce costs. I do not believe for one second that that is the case, but it would be very useful if the Minister outlined exactly what consultation and planning went into the decision. Indeed, there might be some reason to return to these matters in Committee. It also remains unclear how far the Department for Transport will go towards a more efficient outcome-based approach to such regulation. This is an important area of regulation, as the security and safety of aviation is possibly the most emotive part of security and safety.
The Bill also proposes to permit the Secretary of State to change the CAA’s remit through secondary legislation, which, in itself, creates a certain amount of uncertainty. One never knows what will come around the corner next. The Select Committee also found that the division of responsibilities between the Government and the CAA was slightly unclear. I would like to think that the Government will ensure that all uncertainties in that area are completely cleared up as we go through Committee.
The main themes of the Bill are very important: growth and competition, consumer benefits, better regulation, the “user pays” principle and the need to reduce the role of central Government. Very few people could argue with those main themes. Indeed, under the “user pays” principle, the savings for the taxpayer as regards aviation security should be about £4 million a year. It is important, obviously, that we get this exactly right.
I broadly support the Bill—and the industry supports many of its measures—but it is important to secure buy-in for all the measures and ensure that they are all properly implemented. It is also important to listen to the industry when making the laws that relate directly to it. When we give power to its regulator in such a way, it is vital that there is, as I said, complete buy-in. Indeed, I know a number of Members received numerous pieces of correspondence from different airlines. The latest to hit my inbox was from British Airways—not that I hope that by mentioning it I will get the black card for the invitation-only lounge, although I know that the other Deputy Speaker was very keen to receive that—[Interruption.] And, of course, he would have declared it, in any event. I mention that company because it is vital that the views of the big players in the industry are taken into account. I do not think I will ever be called to make another speech, so I am going to enjoy the next two minutes and fifty five seconds.
Too often, laws have been made and those directly affected by them have not had their views taken into account. Who is directly affected in this case? It is airlines and, most importantly, the consumers. That is why I welcome the emphasis.
I am also wary about the cost of regulation. Using the “polluter pays” principle, we are passing a huge amount of cost away from the taxpayer, which is a very good thing, to the people who use the businesses.
I welcome the theme that runs through the Bill of reducing Government intervention in the regulation of industry. I listened with great interest to the hon. Member for Bolton West (Julie Hilling), who was greatly concerned about the competitiveness of airports and passing down the costs. Past events show why it is important for the CAA to be able to respond, which is not something that many Members have been able to talk about because the Bill is so important and so big. The industry and the regulator must be able to respond in real time to emerging issues, such as the snow of last year and the ash cloud that we all remember from when we were campaigning in the 2010 general election. That is when I realised that the constituency I hoped to represent was relatively prosperous—when I went to villages in its northern part and found the people had all been stranded abroad because of the ash cloud. I am very pleased that the Bill emphasises the need to give the CAA the chance to respond quickly to the kind of awkward situation that we in the United Kingdom have not always been able to respond to properly before.
I conclude by broadly welcoming the Bill. I hope that, as my hon. Friend the Member for Thurrock (Jackie Doyle-Price) said, when we talk about transparency we will have the consumer fully in our minds, because we certainly see no transparency in the fares that the aviation industry sticks out there when we try to find a flight at the advertised fare without any extra costs. There should probably be a call at some point for proper transparency to mean that the fare advertised should be the full, final fare and not much else.
Oral Answers to Questions
Chris Heaton-Harris Excerpts(13 years ago)
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Steve Webb
The hon. Gentleman is right to raise the question of fairness. However, people are living longer, and in a state pension system in which no money is put aside to pay for pensions, someone must find that money. We do not believe that it would be fair for all the cost to fall on today’s workers and today’s firms. There is a balance to be struck.
Chris Heaton-Harris (Daventry) (Con)
10. What discussions she has had with ministerial colleagues on the payment of pensions to gender-reassigned women.
The Minister of State, Department for Work and Pensions (Steve Webb)
In order to meet our obligations under European Union law, a specialist team is being set up to determine equal treatment claims in line with the Court of Appeal’s decision on the payment of pensions to gender-reassigned women.
Chris Heaton-Harris
The Minister will be well aware of the case of my constituent Bernadette Rogers, who, with the help of both her former and her current Member of Parliament, has been fighting the anomaly in the system for quite a long time. Will he agree to meet me, and her, to try to sort the problem out once and for all?
Steve Webb
My hon. Friend and his predecessor, Lord Boswell, have been very assiduous in taking up the case of Bernadette Rogers. I discussed her case with officials earlier this week.
I am always happy to meet hon. Friends, but we believe that we can resolve Ms Rogers’s case in the very near future. I will write to my hon. Friend shortly giving the final details of how that is done, and if he and Ms Rogers are not happy with that response, I shall be happy to meet him at that point.
Severe Winter Weather
Chris Heaton-Harris Excerpts(13 years, 4 months ago)
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Mr Hammond
I know that the hon. Gentleman is new and was not in the House last winter. He asked whether we are keeping emergency grit stocks at full capacity. There were no emergency grit stocks last winter. In fact, there were no grit stocks at all last winter. Local authorities and the Highways Agency have bought grit for their own use, and this year, for the first time ever, we have a strategic stockpile of salt—more than 300,000 tonnes of salt have been ordered for that stockpile, 156,000 tonnes of which have been delivered, and the remainder of which will be delivered between now and the middle of January. A further 250,000 tonnes have been sourced, and we are currently arranging transport to get it to the UK. I do not suppose that he has the faintest notion of the logistics involved in trying to uplift 250,000 tonnes of salt from around the world at short notice and to ship it to the UK in specialist vessels, so perhaps, before asking such a silly question again, he will think about what is involved.
Chris Heaton-Harris (Daventry) (Con)
The Secretary of State will have noticed that the spirit of Christmas has augmented the already happy-go-lucky nature of the shadow Secretary of State. However, she made one serious point in her reply to the statement, and it was about information. Some companies are using premium rate telephone numbers to get information to travellers. Surely the Secretary of State will be able to use some of his fantastic influence to try to make these information lines free of charge in this current crisis.
Mr Hammond
My hon. Friend is right that in many cases the only lever we have over private companies is to apply pressure. This is the first I have heard of this issue, but if he has specific examples, I will be happy to follow them up.