Flight Cancellations

Lord McCrea of Magherafelt and Cookstown Excerpts

Wednesday 6th November 2024 Lords Chamber

[Lord Hendy of Richmond Hill (Lab)]

I can assure the noble Baroness that the Civil Aviation Authority is working on this and that the Department for Transport has had discussions with it. I cannot answer the question about more European co-operation, but I shall write to the noble Baroness to give her some information.

[Lord McCrea of Magherafelt and Cookstown (DUP)]

My Lords, I accept that the cancellation of flights due to weather conditions is beyond the control of airlines. However, last-minute cancellations by BA on flights from Belfast City to London City Airport surely undermine reliability and damage confidence in the business and tourism community and among the travelling public. Therefore, can the Minister commit to investigate the reasons for such cancellations on so many occasions and encourage the airlines to live up to their responsibilities?

[Lord Hendy of Richmond Hill (Lab)]

I thank the noble Lord for his question related to the original Question. The UK aviation market operates predominantly in the private sector and it is for airports to invest in their infrastructure and airlines to determine the routes they operate. It is also for those two parties to minimise delays and cancellations. I recognise the number of cancellations in the past few days. My honourable friend the Aviation Minister recently met British Airways to discuss regional connectivity.

Aviation: Cost of Travel

Lord McCrea of Magherafelt and Cookstown Excerpts

Wednesday 7th December 2022 Lords Chamber

[Baroness Vere of Norbiton (Con)]

I know that the noble Baroness will have the opportunity to quiz me on rail tomorrow. It is the case that we want rail fares to be as low as possible. To achieve that, we need a modern, seven-day railway, which is what this Government are trying to achieve.

[Lord McCrea of Magherafelt and Cookstown (DUP)]

My Lords, a person recently booked a single ticket for a flight from Belfast to London which cost £420. This would be the same as the cost of a flight from London to the United States of America. There are few other modes of transport between Belfast and London, so how are families expected to pay such exorbitant prices and what real action can the Government take to assist them?

[Baroness Vere of Norbiton (Con)]

The reality is that this is a competitive market and fares are a commercial decision by the airlines. I have already noted that provision has recovered to where it was before. It is the case that peak-time fares will be expensive, but I believe that there are significantly cheaper fares available than the one he quoted.

P&O Ferries

Lord McCrea of Magherafelt and Cookstown Excerpts

Tuesday 29th March 2022 Lords Chamber

[Baroness Vere of Norbiton (Con)]

Yes, the Government are well aware of that issue. We started the work back in 2019 when we published Maritime 2050. We want to ensure that we have British people with the right skills to work on British ships in British-based operations.

[Lord McCrea of Magherafelt and Cookstown (DUP)]

My Lords, surely letters from Ministers will not be sufficient to solve this problem. The deadline for workers to accept the terms put forward by P&O is fast approaching. Legislation will be urgently needed to resolve the situation for workers who have been so cruelly abused by P&O.

[Baroness Vere of Norbiton (Con)]

All I can say to the noble Lord is to reiterate what I have already said: we are working at pace on a package of measures which we hope to announce very shortly.

Belfast International Airport

Lord McCrea of Magherafelt and Cookstown Excerpts

Wednesday 2nd December 2020 Lords Chamber

[Baroness Vere of Norbiton (Con)]

I am not aware that the Government have done any specific assessment of Belfast International Airport. It may be the case that the Northern Ireland Executive have, and perhaps I will ask them to be in touch if they have any further details.

[Lord McCrea of Magherafelt and Cookstown (DUP)]

[Inaudible]—Belfast International Airport to Dublin, because of the abolition of air passenger duty in the Republic. Therefore, Belfast International Airport was facing an uphill battle competing with Dublin Airport. The airport is the hub for international travel in Northern Ireland. In March, the Government announced a recovery plan for aviation. What specific financial assistance has been forthcoming to ensure the survival of Belfast International Airport?

[Baroness Vere of Norbiton (Con)]

My Lords, I have outlined the support that Belfast International Airport and various airports in Northern Ireland have already had, but I can give a little more detail. For example, the business rates relief which was offered by the Northern Ireland Executive totalled £2.2 million, of which Belfast International Airport received the lion’s share, at £1.7 million. The City of Derry Airport received £1.23 million from the NIE, but the reason behind that is that it is owned by the council, and local authority airports cannot access the same support as private airports, such as CBILS, the CJRS and so on.

Budget Resolutions and Economic Situation

Lord McCrea of Magherafelt and Cookstown Excerpts

Wednesday 18th March 2015 Commons Chamber

[Mr Newmark]

My hon. Friend and the hon. Member for East Antrim are both right. The hon. Gentleman’s point was that at the beginning things were a little slower than he would have liked for his constituents, but as he said—this is my point—recoveries are never linear. In the past five years, we have seen slower growth than we would have liked, but we have far more accelerated growth through 2014-15, and certainly beyond to 2016-17 and 2018-19. That is good news.

In 2010, in Labour’s great recession, we faced economic meltdown. As UK plc, we were literally teetering on the brink of bankruptcy. What we needed at that time was an emergency Budget. The Chancellor, working with our coalition partners—I give credit to the Lib Dems—came up with a long-term economic plan. In producing that long-term economic plan, we had to deal with one important issue: the structural deficit. The deficit, which was running at roughly 10.2% of GDP, needed to be dealt with. We particularly needed to deal not just with the general deficit but with the structural deficit, which was an enormous problem in terms of our ability to achieve sustainable borrowing.

That was the challenge posed by the right hon. Member for Wentworth and Dearne (John Healey). He wanted an unsustainable deficit of 10%-plus. Perhaps he meant 12%; perhaps he wanted more borrowing. I do not know what direction of travel he would have liked to take, but if we had gone in that direction, we would have been in France’s position today.

[Dr William McCrea (South Antrim) (DUP)]

Does the hon. Gentleman accept that in Northern Ireland the construction industry is still having difficulties? Many of our major construction companies and the people working for them are having to come to the mainland to get contracts rather than staying in Northern Ireland. We need to encourage that industry.

[Mr Newmark]

The hon. Gentleman makes a good point. In introducing things such as the increased investment allowance—it was £25,000 and went up to £250,000—the Government have done a lot to help to turbo-charge investment. I shall come to the rate of investment and investment growth a little later in my speech.

The important thing was that we dealt with the deficit up front and brought it down by more than 50%. It is now trailing at around 5%. Do we have further to go? Absolutely, but bringing it down from 10.2% was very important.

The important thing about bringing down the deficit and dealing with the structural deficit was bringing back market confidence. Doing so allowed us to maintain low interest rates. Confidence means low interest rates. It is not just a matter of the Bank of England’s confidence in setting them—there is a worldwide market out there. Low interest rates mean low mortgage rates and low business rates for small businesses. All those things were important in helping to create growth in the UK.

South West Trains

Lord McCrea of Magherafelt and Cookstown Excerpts

Wednesday 29th October 2014 Westminster Hall

[Mr Raab]

My hon. Friend is absolutely bang on. That is the crux of the matter. We have heard interventions already about other parts of the country. I can speak for Elmbridge and for Surrey, but it is interesting to hear that the problems are systematic and not parochial.

Clearly, the Surrey network feels the pressure of a high volume of commuters. In Elmbridge borough alone, some 12 million people use our stations. The number of recorded journeys almost doubled between 2002 and 2010, so demand is high and increasing. Fares will rise by 2.5% again in the new year. The Minister will say that that is not a real-terms increase, so we thank heavens for small mercies, but none the less it is an increase. The fares are already some of the most expensive in Europe. A season ticket for the 25-minute journey from Esher to Waterloo currently costs just under £2,000, and many pay a good deal more.

What is hard to explain, let alone justify, to many passengers—I think my hon. Friends were making this point—is the enormous subsidy that they pay as passengers for other lines across the country. That is largely hidden from view. Of course, redistribution of wealth is a natural function of general taxation—it is the stuff of politics and Parliament to debate how much or how little there should be—but I doubt that many are aware of quite how stark the impact is. Certainly, in my area, Surrey residents contribute £6 billion to the Treasury, and we get back less than £1 billion in services. The point is that, on top of that redistribution of wealth via general taxation, Surrey rail passengers, through their fares, are not just paying high fares for the services that they use. They and many others using South West Trains are paying a whopping subsidy for investment in the rail network across the rest of the country.

In 2013-14, South West Trains passengers paid the Department for Transport the highest premium for their rail service at 5.2p per passenger per kilometre. That compares to the 13.1p subsidy doled out by the Government to Arriva Trains Wales, or the 2.8p subsidy received by London Midland, and the 2.2p subsidy received by Southeastern. Some train companies are therefore paying an inordinate amount for the right to run the service while others are effectively receiving a subsidy.

Over the past four years up to 2013-14, South West Trains passengers have effectively coughed up the largest subsidy to Government coffers of any train operating company, totalling just over £1 billion. That is the scale of the subsidisation of other lines by my commuters and other passengers using South West Trains. That is more than £1 billion over and above what is redistributed via general taxation. It is a staggering amount.

Aside from the scale and the volume or the amount, no one can explain to me how this allocation of premiums and subsidies across the train operators is calculated. I have looked at the franchise contracts for the train operating companies. They do not disclose the information. We are told it is too sensitive, and the Minister’s predecessor could not explain what the allocation or criteria are. It looks arbitrary in terms of the relative wealth of the areas concerned. For example, Southeastern received £97 million in 2013-14 to run the service, compared with South West Trains, which paid £312 million for the right. Will she, if she can, explain in plain language that my constituents can understand how the allocations—the premiums and the subsidies—are worked out? How are they calculated and how are they justified? In particular, how can they be justified given what we have heard about overcrowding, particularly on South West Trains?

I referred to the sardine express earlier, but that is just one service. In 2013, average overcrowding on South West Trains was the joint third highest in London and the south-east. Overcrowding increased in each of the preceding four years. South West Trains services featured three times in the top 10 most overcrowded services across England and Wales for 2012, and twice again in the Department’s spring 2013 data. To put those raw numbers into perspective, EU rules stipulate that calves, adult goats and unshorn sheep must be transported by train in an area of space of at least 0.3 square metres per unit of livestock, but the new Government standard for commissioning commuter services for humans is now 0.25 square metres, which is significantly less. I understand that the only train company operating to that standard is—you guessed it, Dr McCrea—South West Trains. Can the Minister explain why my constituents, who are paying ever-rising fares and doling out more than £1 billion to improve rail services for the rest of the UK that they will rarely use, do so for the privilege of travelling at one grade below cattle class on South West Trains?

The Minister will understand immediately why in Passenger Focus’s 2014 national survey, South West Trains passengers ranked their service the third worst in the country on value for money, with a bare 37% saying that they were getting bang for their buck. That dropped to 28%—barely a quarter—for peak-time passengers. Just in case anyone thinks that all passengers and commuters grumble, that compares with approval on value for money of 78% with Grand Central passengers and 61% with Virgin Trains passengers. It is not beyond the wit of man or woman.

I recognise that South West Trains will argue that it is playing the hand it was dealt by Government in the franchise agreement. That is the line, and there is obviously some truth to it. The Government ultimately decide on the premium or grant, and that very much conditions and influences the nature of the service that can be run and the resources available. That might, however, be a little easier to swallow if director remuneration at Stagecoach Group, which is the operating company, had not doubled between 2010 and 2014, just as these developments were taking place.

Nevertheless, with the fragmented nature of responsibility for rail services, it has got difficult to get straight answers to straight questions. As an MP, I find it difficult to explain to commuters and constituents why the high fares they pay deliver so little in return. My hon. Friends have made that point. What action has been taken to deliver a fairer deal for my constituents and the many others using South West Trains who feel as though they are treated like a cash cow, despite travelling in sub-cattle class conditions?

In particular, what progress has been made on expanding the platforms available at Waterloo into the international terminal that used to service the Eurostar routes? I understand from the managing director of South West Trains that that, at least in the short term, offers the greatest scope for lengthening platforms and trains, thereby easing overcrowding along the lines I have mentioned. Does the Minister agree with that analysis? If so, what is holding up progress in that direction? Will she update me on the options for Crossrail 2? I understand that her officials are looking carefully at the so-called regional option, which would link to the metro option, servicing south-west London, Surrey and Hertfordshire. That would substantially alleviate pressure on existing services, as well as carrying a multitude of other regional benefits. What is her view on the regional option?

Finally, we have been sweating under the franchise agreements signed off by the Labour Government. I have always argued that they bear the responsibility for the framework in which we are operating, but an extension to the South West Trains agreement was agreed in 2013, taking it to March 2019. I am sure the Minister’s Department looked carefully at the terms of the extension. Will she help me explain to my constituents what the premium or subsidy will be between now and 2019? What criteria are being used for that? What are the objective grounds justifying the different rates at which operating companies are being charged or paid?

My constituents have rather stoically endured the immediate frustration of high fares and acute overcrowding. We all know the financial situation the country faces, and that rising demand for rail services will continue for a range of demographic, economic and environmental reasons, but the raw truth is that, when I stand on that platform with my fellow constituents and take the sardine express up to Waterloo, I need to be able to explain in clear language how we will address over the long term the conditions of travel, which are often cramped and uncomfortable. I need to explain how we are going to deliver better value for money. I need to give them some light at the end of the tunnel. I hope the Minister can provide me with a degree of reassurance today.

[Dr William McCrea (in the Chair)]

I call the Minister to give a first-class carriage answer.

A303

Lord McCrea of Magherafelt and Cookstown Excerpts

Tuesday 4th March 2014 Westminster Hall

[Mr Goodwill]

My hon. Friend makes a valid point. A number of issues associated with the route-based studies up and down the country include environmental or heritage considerations. It is important not to take the view that, because they are sometimes too difficult, they should not be considered properly.

The study work will be conducted in stages, with the Department initially looking to identify the current and future challenges along the corridor. We are keen to ensure that we have the most up-to-date and relevant information available to inform the study. The Department has asked stakeholders to furnish us with any additional study work or analysis that they might have commissioned. The next stage will be to identify the range of solutions or measures that could address the problems identified along the corridor. Again, we will look to build on previous work, rather than starting from scratch, as the hon. Member for Birmingham, Northfield suggested, but we will not rule out other potential investment proposals that may emerge from the first phase of the route-based strategy process, as well as potential investment proposals on the A358.

We will look to engage with a range of stakeholders throughout the life of the study, including local highway authorities, local enterprise partnerships and local environmental groups. A stakeholder reference group will be established to ensure a mechanism through which the views of stakeholders may be incorporated in the study work. The views of hon. Members will also be important in the deliberations. The outputs of the route-based strategy and of the six feasibility studies will inform the Department’s roads investment strategy, which is being developed and which we have committed to publish by the end of the year.

I fully understand the Stonehenge concerns of my hon. Friend the Member for Salisbury. As is well known, the single carriageway section of the A303 can cause congestion during traffic peaks on bank holidays and through the summer. I am aware that local lobby groups have been established, such as the Stonehenge traffic action group, of which I understand that my hon. Friend is aware.

The new Stonehenge visitor centre opened in mid-December 2013 and is situated at Airman’s Corner on the A360. In terms of traffic to the centre, the car park fails to meet demand at busy times, and this leads to traffic that is queuing to enter the visitor centre backing up along the A360 and blocking it to other users. In extreme cases, the traffic has reached as far as the A303 at Longbarrow roundabout, causing congestion on the A303. In support of the new visitor centre and closure of the local road, the Highways Agency has carried out extensive improvements to the Longbarrow roundabout at the junction of the A303, with significant investment of more than £3 million to support the Stonehenge attraction.

In addition, drivers have been using the nearby byway and lay-bys to get a good view of the stones, which has further exacerbated congestion on the A303. The Highways Agency has worked with Wiltshire county council and the police to prohibit certain movements and to prevent drivers parking illegally, guiding them by the designated route to the visitor centre. I assure hon. Members that while we await the outcome of the feasibility study, the Highways Agency will continue to monitor and respond to congestion at this location. Wiltshire police have invited some local representatives to a meeting with key agencies, including the Highways Agency, the county council, English Heritage and the National Trust, to look at the short-term issues likely to arise this summer.

Given the flooding that we have seen over recent weeks and months, I emphasise to my hon. Friend that the strategic road network in the south-west has performed well, although there was a closure one weekend. By and large, the network has been kept running, keeping the south-west open for business during this difficult period and allowing the replacement buses to run. The importance of the A303 has been emphasised in light of the issues experienced on the rail network.

Flooding occurred at two locations on the A303, at Ilchester and at Deptford, which was due to adjacent water courses and groundwater run-off from fields. Flooding at Ilchester meant that the A303 was closed in both directions for 20 hours. The diversion route was utilised to keep the route into the south-west open. The flooding at Deptford saw the eastbound carriageway affected for 12 days, although within two days a contraflow was put in place, enabling traffic to get through.

In conclusion, I again congratulate my hon. Friend the Member for Salisbury on securing the debate. I have been clear that the Government are committed to and have set out plans for large-scale investment to improve our strategic road network in the relatively short term. We are also committed to developing a longer-term programme of investment through the route-based strategy process. Through the A303-A30-A358 corridor feasibility study, we will work closely with local stakeholders to ensure we consider current and future transport problems and the range of possible solutions that could deal with them. As I said, it is important that proposals for future investment are clearly supported by the local stakeholders and that there is a clear consensus on what is required. Ultimately, any proposals for future investment need to be able to demonstrate a strong business case and the delivery of both transport and wider economic benefits.

Every cloud is said to have a silver lining, and the weather in the south-west this year has emphasised the importance of a resilient road network when we have problems on our rail network. The fact that big investment is going into north-south rail connections makes an even stronger case for investment in roads in the south-west. I look forward to my road trip to Tiverton and Honiton—a road that I have travelled before. Having heard the points made today, I think that I need to set off in good time.

[Dr William McCrea (in the Chair)]

I thank hon. Members for their participation in that important debate. I wish the Minister well on his road journey.

Driver and Vehicle Agency (Northern Ireland)

Lord McCrea of Magherafelt and Cookstown Excerpts

Tuesday 15th October 2013 Westminster Hall

[Dr William McCrea (South Antrim) (DUP)]

I count it a privilege to serve under your chairmanship, Mrs Riordan. I welcome the Minister to his new post. I have personal respect for him and trust that he will not only enlighten us, but will give us some assistance in this matter, which my hon. Friend the Member for East Londonderry (Mr Campbell) has brought to this Chamber. I congratulate him on securing this debate. This matter goes to the heart of his constituency and constituents. Other constituencies in the Province are impacted and affected, as well. I also pay tribute to my hon. Friend the Member for North Antrim (Ian Paisley) for his efforts in this regard. I am sorry that he cannot be with us because of the death of his brother-in-law. I trust that that family may be comforted at this time.

It must be asked, in respect of changes in service impacting on the community, why are such changes being made? Are they desirable or needed? Of course, the natural answer from those who propose those changes is that this is better for the community. The contention is that there is no service that could not be bettered, and in many ways, yes, that is true. However, is the proposal for the betterment of, and is the demand coming from, the community? Is it better than what is offered?

I have great, grave doubts about the centralisation of services at the DVLA headquarters in Swansea. The consultation suggests that

“The proposals may result in the closure of a network of dedicated offices”

in Northern Ireland. We know that that is not so. Why did they not describe it as it is? It will—not “may”—result in the closure. Everyone knows that, so why was it not put in the document in the first place?

The people are offered

“Access to electronic vehicle licensing services, which will allow”

Northern Ireland

“motorists to license their vehicle or declare it off the road either online or via an automated telephone service, 24 hours a day”.

That means simply that they have the opportunity to go online or wait on the line—on the telephone—for this automated service.

We live in an impersonal age. People find that those making decisions for them are getting ever further away, when they try to contact them. That is not an improvement of service. For example, people are told to go online. That might help some, but the reality in the rest of the United Kingdom is that many who have that opportunity are not taking it. Why is that? Some cannot use online services or find doing so difficult. Instead of being of assistance to and helping them, that is more of a hindrance.

People who cannot go online are promised an automated telephone service. I must be honest and say, as a public representative, that I am sick, sore and tired of automated services. People are told to press this or that button and then move on to the next thing, after which they hope, at the end, to speak to someone. However, they just hear a voice. In this impersonal situation, people are nothing better than a number now. People are being promised exactly that with the services offered. They will be a number, rather than a person. There is no longer a human face to this service, as provided.

The people I represent want to talk to someone. I remember the decision being made to change things for representatives, regarding planning in Northern Ireland. People were told, “You’re not allowed to go out to sites any more. You’re to sit in an office.” Give me 10 minutes on a site any day, rather than sitting for half an hour in an office, because then I look at the reality, not at a piece of paper.

If we are looking for the betterment of a service, it should be judged by those who use the service. People in Northern Ireland, including my constituents, are saying, “We want the service retained in Northern Ireland, because we believe that it is a better service, not simply because we want to hold on to the jobs.”

As the hon. Member for Foyle (Mark Durkan) mentioned, the document states:

“Centralisation at the DVLA in Swansea will in fact remove any possibility that Northern Ireland services may be biased to any particular religious group, since these transactions will no longer be serviced by staff based in Northern Ireland, who could themselves hold particular beliefs.”

That is and was a slur. Who decided to put it in the document? Who thought up those words? When faced by my hon. Friend the Member for North Antrim, the Minister said:

“I apologise for any offence that was inadvertently caused and accept that the wording could have been clearer.”—[Official Report, 12 September 2013; Vol. 567, c. 1151.]

What did it mean, then, if it did not mean what it said? That needs to be put on the record. The person who put that in the document should be hauled over the coals, for that is an insult to those who have worked hard and served the people—

[Mr Goodwill]

Will the hon. Gentleman give way?

[Dr McCrea]

I only have a few seconds.

There is unanimity among elected representatives in Northern Ireland. We should retain these jobs in Northern Ireland, because that would provide the best possible service to our constituents, whom we represent.

East Coast Main Line

Lord McCrea of Magherafelt and Cookstown Excerpts

Wednesday 5th June 2013 Westminster Hall

[Several hon. Members]

rose—

[Dr William McCrea (in the Chair)]

Order. I am endeavouring to be helpful, given that well over 20 Back Benchers are in the Chamber. Ten Members have put down their names to speak and we have only a short period, so with the authority that has been given me, I must impose a time limit of four minutes, which I hope will allow them all to speak.

--- Later in debate ---

[Mr Doran]

The Minister is nodding his head. It is a matter of some concern, which I hope he will clarify.

[Dr William McCrea (in the Chair)]

Order. The hon. Gentleman’s time is up.

--- Later in debate ---

[Mrs Hodgson]

I agree. That was a good point, and it was well made.

I am a regular user of the service, as are many Members, constituents and people across the north-east, and the improvements in service and punctuality have been plain to see. That is not to say that there are not occasional causes for complaint; of course there are, and we all know what they are—often, it is the toilets. However, the service has improved, without the need for the private sector ethos that we often hear about from advocates of privatisation.

In a written answer to my hon. Friend the Member for Newcastle upon Tyne Central (Chi Onwurah), the Minister said:

“The Government remains committed to benefitting from private sector innovation and operational experience in its railways.”—[Official Report, 22 April 2013; Vol. 561, c. 590W.]

Given the improvements since the line was nationalised and the low reliance on subsidy, which is 1% of turnover, as well as East Coast’s returns of £800 million to the national coffers, the private sector organisations running other franchises could learn a thing or two from Directly Operated Railways.

The east coast line is getting increasingly busy, and it needs constant investment in maintenance and capacity improvement. Incidentally, one way that we could improve capacity—I and other north-east Members recently met the Minister to make this case—would be to bring the Leamside line back into use in the north-east to take some of the freight off the main east coast line. The Minister and I have discussed that at length. The proposal would have the added bonus of providing the means to extend the Tyne and Wear Metro to Washington, in my constituency, which would bring great benefits to the town and its residents.

However those improvements are made, they do need to be made, and that will require money. The benefit of keeping the franchise in public ownership is that that investment can be made by ploughing the generous profits generated—£800 million so far—back into the service, instead of giving them to overseas shareholders. Our network sees hundreds of millions of pounds disbursed to shareholders of private companies every year, despite the fact that those companies receive state subsidies to keep going. East Coast’s performance over the past three years has shown us the folly of that model. Why send profits generated from British passengers to foreign owners abroad, when some of those owners are subsidising rail fares in their own countries? We could and should use those profits here to improve our services and to help keep our fares down.

The East Coast arrangement is not hurting my constituents; it is working. It is not broken, so it does not need fixing—apart from the toilets, of course. If anything, based on the performance of East Coast, it would be desirable to see more of our key lines under public control. What the service needed was the stability to carry on planning for the future and improving performance and service standards further, while maintaining the return to the taxpayer. What it has, however, is the uncertainty caused by being put out to the market once again, where it may even be the subject of a tender by the company that failed to run it properly last time. That would cost taxpayers millions.

Given the shambles over the west coast line, I would have thought that the Government would at least leave a successfully operating line well alone—

[Dr William McCrea (in the Chair)]

Order.

--- Later in debate ---

[Hugh Bayley]

No; I think I will make progress, because I have only a few minutes.

I ask the Minister to consider whether it makes sense to run a private franchise on the west coast main line, which he is obliged to do—Richard Branson will sue him if he does not—and continue, for a full franchise period of 15 years, a public sector operation on the east coast main line, and to compare like for like. Which delivers better value for money to the Government, gives a better service to the public, and does better at reducing fares? I put a final challenge to him: let the Government follow what the passengers want—put out a leaflet on East Coast trains and ask the public whether they want refranchising or to stick with East Coast. If they go for East Coast, give East Coast a whirl.

Several hon. Members rose—

[Dr William McCrea (in the Chair)]

Order. I intend to start the winding-up speeches no later than 3.40 and there are still four hon. Members who have said they want to speak. To allow that to happen I impose a three-minute limit, and hope to get everyone in.

--- Later in debate ---

[Sheila Gilmore]

I am sorry; I do not think I have time to give way.

There was a view that the track should be separated from the trains and that the network should all be split up. However, we know from the McNulty report that the unit cost of railways in this country is 40% higher than in countries in Europe where there are publicly owned, integrated rail services. The time has come not to be ideological about this issue, nor even defensive about what anybody’s Government did in the past, but to look at what is actually happening out there.

In the first instance, we should say of the east coast line, “No, we will not put this out to franchise again at this stage. There is no need to do so.” Secondly, we should look at the whole process and analyse what is happening. Thirdly, we should perhaps look again at having an integrated rail system—

[Dr William McCrea (in the Chair)]

Order.

--- Later in debate ---

[Grahame M. Morris (Easington) (Lab)]

It is a pleasure to serve under your chairmanship, Dr McCrea, and I congratulate my hon. Friend the Member for Middlesbrough (Andy McDonald) on the timely and comprehensive speech that he gave on this very important subject.

Government Members have accused Labour Members of making this an issue of ideology. Well, in Westminster Hall today we have a Minister who oversaw the architecture to privatise the NHS and who is now overseeing the privatisation of a successful publicly owned rail franchise in the north-east. Indeed, this process is an experiment. Under the previous Conservative Government, the rail network was broken up and a new model devised in a way that any objective commentator must acknowledge was a failure.

We have seen a decline in the quality of service, a lack of investment, higher public subsidies and inflation-busting fare increases since privatisation. In fact, a report by Just Economics showed that UK rail services were less affordable, less comfortable, slower and more inefficient than publicly owned rail services in Germany, France, Italy and Spain. British train tickets are now the most expensive in Europe. A typical season ticket in the UK now costs 14p per kilometre, compared with just 8p per kilometre in Germany, Holland and France, which are the next most expensive countries in Europe. So, if we are making comparisons on price or value for money, the privatised franchise model that we have here just does not stack up.

I do not wish to go off the rails in terms of time, Dr McCrea, but I am under a bit of pressure and we have had some first-class contributions from Members. I do not want to repeat what has been said. However, I am perplexed about why, after four years of stability, rising passenger satisfaction and significant returns to the Treasury, the Government are rushing through the privatisation of the east coast main line, if not for reasons of ideology and dogma, ignoring the evidence. Conservative Members ask, “Would you nationalise the industry?” Well, in public polling, not just of Labour voters, but generally, those in favour of nationalisation poll in excess of 70%, by MSN and NOP and 93% in The Guardian. There is nothing more ideological than privatisation for privatisation’s sake. This is a privatisation too far, and it is not fit for purpose.

[Dr William McCrea (in the Chair)]

Order.

--- Later in debate ---

[Mr Burns]

On that point—

[Dr William McCrea (in the Chair)]

Order.

[Lilian Greenwood]

I agree that we should be paying tribute to the work of East Coast staff. They stepped into the breach at a difficult time. The two previous franchise holders failed, with one operator walking away from its obligations entirely. Yet East Coast, run as a not-for-dividend operator, has achieved what its predecessors could not: stability and constantly improving services. This Government’s actions are putting that progress at risk.

It is worth briefly highlighting how strong East Coast’s performance has been. Passenger satisfaction is up by 12% over the last year; 3 million more seats per year have been provided; punctuality has improved and a new timetable has been established; and the service has more than held its own financially. As a not-for-dividend operator, East Coast has already returned £640 million in premium payments to the taxpayer, while recording a £40 million profit.

High Speed 2 (Heathrow)

Lord McCrea of Magherafelt and Cookstown Excerpts

Tuesday 17th July 2012 Westminster Hall

[Mr Donohoe]

When this issue was presented to the House, at the outset, an area of some dubiety was that tunnelling would be cheaper than putting rail above ground. I have talked to a number of civil engineers, and none of them believes in that prospect. Can the Minister shed any light on where the information came from?

[Dr William McCrea (in the Chair)]

I know that the Minister is delighted to look towards her very good friend, and her other hon. Friends, but it is always nice if you turn towards the Chair and look also at Opposition Members.

[Mrs Villiers]

I do apologise, Dr McCrea, and I shall ensure that I project more efficiently around the room. I have now completely forgotten what the hon. Gentleman asked me about.

--- Later in debate ---

[Mrs Villiers]

Absolutely. The upgrading of the west coast main line encouraged a switch from air to rail travel from Manchester as well.

I believe that the HS2 plans that I have outlined have the potential to deliver further air to rail switch. In particular, the completion of phase 2 will deliver journey times between Edinburgh or Glasgow and London of not much more than three and a half hours. In 2010, there were about 382 flights a week between those destinations and Heathrow, and about 962 flights a week to the five London airports from Glasgow and Edinburgh.

Providing an attractive alternative to those flights could release vital capacity, which could provide opportunities for developing new routes to emerging markets and other key long-haul destinations in just the way that my hon. Friend the Member for The Cotswolds and others have outlined today. Better integration of rail and air in terms of flight schedules, through-ticketing and baggage check-in could intensify the switch from the plan to the train. The shadow Minister has made a valid point on those maters.

No debate on HS2 would be complete without reference to the local environmental impact. I fully recognise people’s concerns about the local environmental impact of HS2 and the preferred route, including the potential impact of a proposed Heathrow spur. There is no easy way to build a new train line through our country. I am afraid that the alignment proposed by my hon. Friend and supported by Mark Bostock would not be a miracle solution. Local impacts would still have to be considered, and, frankly, there would still be controversy. It would just be transplanted to a different area.

We have gone to very great lengths to listen to those with concerns about our preferred route and to take steps to mitigate its local impact. In particular, we are working to respond to the concerns of communities around Euston, where the station redevelopment impacts most on homes and communities. The Secretary of State for Transport regularly meets elected representatives from the area; we are working with Camden council; and we have already agreed to fund the Euston opportunity area planning framework to address the issues raised by the planned Euston expansion, including the investigation of options for the provision of replacement social housing. Elsewhere on the route, there will be a more than 50% increase in tunnel or green tunnel compared with the plans that we inherited from our Labour predecessors.

As I have said many times, I believe that, with the right mitigation and high-quality engineering, HS2 need not have anything like the extreme impact that its opponents fear. The precedent provided by HS1 shows that it is possible to have a high-speed line that does not devastate the communities through which it passes.

There are difficult times ahead, whether in relation to the main part of HS2 or to the Heathrow spur under discussion, but I firmly believe that this project will generate tremendous economic benefits. It is vital if we are to deal with the capacity crunch that we will face on our inter-city rail connections in the coming years, and that is why I welcome the support that has been expressed for HS2 in today’s debate.

[Dr William McCrea (in the Chair)]

Thank you, Minister, and I also thank all the hon. Members who have participated in the debate. I wish those Members who will now leave the Chamber a very pleasant recess.