Public Sector Pay Policy

Debate between Albert Owen and Christian Matheson

Tuesday 5th June 2018 Westminster Hall

[Albert Owen (in the Chair)]

Order.

[Christian Matheson]

I suggest that the hon. Gentleman comes down to any food bank and finds out whether its recipients believe that equality is greater or worse.

The Government talk of lifting the public sector pay cap, but that is nothing more than a politically cute headline. After seven years of crippling pay freezes, the real-world consequences of the Government’s policies are half a million children of public sector workers in poverty, while Ministers have dished out a £70 billion tax break bonanza.

HS2: North-west of England

Debate between Albert Owen and Christian Matheson

Tuesday 11th October 2016 Westminster Hall

[Christian Matheson (City of Chester) (Lab)]

I beg to move,

That this House has considered HS2 in the North West of England.

I am grateful for the opportunity to raise the question of High Speed 2 in the north-west of England, and it is a great pleasure to see you in the Chair, Mr Owen.

Infrastructure investment should be a good thing for the economy, and in principle I am all in favour of HS2, and HS3, HS4, and HS5. But as things stand, and until assurances are given by the Government, I remain ambivalent that HS2 will truly bring the promised benefits to all of the UK. Indeed, if rumours, press stories and anonymous briefings are to be believed, it will simply be a fast link between the major centres of London, Birmingham and Manchester that will help to expand those three big cities while further squeezing out growth in the areas outside those metropolises. Therefore, the consideration must be about not just the physical layout of the line and its track works, but the services on it, and the line design must flow from the service level required, rather than the other way around.

I sound that element of caution because, as we have seen with HS2 phase one, once the project gets passed over to the Treasury, finance often becomes the only—and a short-term—consideration. For example, the HS2 spur to Heathrow Airport is lost, with warnings of further cuts. Indeed, we are still waiting for formal confirmation that HS2 will go ahead at all, which is one reason I always called for the whole project to be built from the north to the south, to ensure that it did not simply become yet another major infrastructure programme focused solely on London and the south-east. Worse than that would be the opportunity missed if the wrong strategy for HS2 in the north-west was adopted. The Government’s own vision for HS2 in its consultation envisaged that only two trains per hour would stop at Crewe, with the majority of trains going into a tunnel just south of Crewe and bypassing the station, and therefore the region—my sub-region—completely.

In making my case, I am pleased to call in support two principal backers: Sir David Higgins, with his report “HS2 Plus”, and the board of the Cheshire and Warrington local enterprise partnership. Our LEP’s economic strategy is based very clearly on the vision of Sir David Higgins of a hub at Crewe, interlinked with local lines and distributing the growth benefits across our sub-region. Sir David’s report demonstrates that Crewe sits at the very centre of the north-west rail system, and states very clearly that Crewe should therefore become a regional transport hub, with HS2 fully integrated into plans for revitalising the northern economy as a whole. Rail lines from Crewe radiate towards Manchester and Liverpool, Stoke and Derby, and Warrington, and on to Lancashire and Scotland, Shrewsbury and mid-Wales, and many of the smaller towns in Cheshire, as well as Chester and north Wales and the Wirral. A proper regional rail hub at Crewe would allow all of those places to enjoy the benefits of the huge investment that the nation is making in the new line.

From the work undertaken by my LEP, the main conclusion is clear: a proper regional hub at Crewe could extend the benefits of HS2 to 1.5 million people across the north-west and north Wales, reducing travel time to London by an hour. Those figures come from modelling work done by Mott MacDonald, commissioned by the LEP. The firm was asked to assume that five trains per hour from London stop at Crewe, with up to four trains an hour then running from Crewe on all the lines that radiate out from there. In some cases, perhaps because there are single track sections on the line, that would not be possible, so the LEP asked Mott MacDonald to limit the number of additional trains to what the current infrastructure can accommodate.

My own local authority, Cheshire West and Chester, working with neighbouring authorities in the Mersey Dee Alliance area, which includes councils across the border in north Wales, has also identified the importance of rail infrastructure as central to the economic growth of our region. “Growth Track 360”, a report published by that alliance of businesses and political and public sector leaders, led by Samantha Dixon, the leader of Cheshire West and Chester council, has set out a programme of rail improvements that will transform the economies of Cheshire and north Wales by providing better links between places in Cheshire and the Wirral and into north Wales. By linking such improvements into the services radiating out from a proper rail hub at Crewe, we can offer even more people in Cheshire, north Wales and Merseyside the benefits of the journey time improvements that HS2 provides.

“Growth Track 360” also calls for developments at Crewe to be future-proofed, to ensure that in the long term HS2 trains have the ability to “turn left at Crewe”, as we say, towards Chester and on to north Wales. If that does not happen, 1.5 million people will be on a branch line and the full benefits of HS2 will be lost. Surely those areas also have a right to benefit from public investment in HS2? But, just as importantly, they have the right not to suffer from—to coin a phrase used on the railways—the wrong type of HS2.

I am clear that if we do not get the Higgins vision of a rail hub, investment and growth will be sucked out of and away from Cheshire and other parts of the north-west in favour of the already big cities. I do not want Cheshire’s growth to depend on crumbs from the table of Manchester. Employers in my area already tell me that they lose skilled workers to Manchester because the local rail links to Manchester and the local and regional motorway network—yes, I am talking about the M56—are insufficient. If the strategic rail network also fails to serve the entire region, the negative effects could be catastrophic and long term.

My LEP has drawn some interesting and valuable comparisons with the effect of high-speed rail connectivity in similar circumstances elsewhere. Lyon was the first city to be connected to the TGV network in France. It now handles more than 100,000 passengers a day more than when it was opened, and it has led to the creation of 40,000 new jobs in the area around the station. Lille is a city about the same size as Warrington. In the eight years after its TGV station was opened, employment in the city and the surrounding region grew by nearly 120,000. Key to that success was the creation of a strong local network of trains, trams and buses linking to the TGV network at Lille station, much like the regional rail hub Sir David Higgins proposed for Crewe. Kakegawa is a similar-sized city to Chester. It was originally bypassed by the Japanese high-speed rail network. It finally got a new station in 1988, leading directly to an almost 40% increase in industrial output in the town in just four years.

So, in the debate and more generally, we now await the Government’s proposals for HS2 phase two. I am grateful for the Transport Minister’s attendance today and even more grateful that it is he and not one of his colleagues from the Treasury who will respond. Clearly, one of the big concerns of HS2 is cost, and we cannot write blank cheques, but if we can consider HS2 as an investment that will benefit the whole country, hopefully we can arrive at a solution that spreads its wealth across the whole country too. Central to that is the Higgins hub at Crewe with its five or six trains an hour, and through services connecting HS2 to all the major towns and cities in the north-west and on to Birmingham and London.

In conclusion, we have a choice: we can take Harry Beck’s plan of the London underground, draw a short line above Chesham and Amersham showing Birmingham and Manchester, and consider HS2 to be just another part of London’s transport network, or we can recognise that a truly national project should have truly national benefits. I suggest to the Minister that now would be a great time for the Government to confirm that their intention is the latter.

[Albert Owen (in the Chair)]

I have just sought clarification about the wind-ups. The Labour and Scottish National parties have five minutes each, not 10, to wind up, and the Minister has 10 minutes to respond to the debate.

Bank Branch Closures

Debate between Albert Owen and Christian Matheson

Thursday 30th June 2016 Commons Chamber

[Christian Matheson (City of Chester) (Lab)]

I beg to move,

That this House is concerned about continued bank branch closures and the damage that this causes to local communities, small businesses and the welfare of senior citizens; and calls upon the Government to help maintain access to local banking.

The motion stands in my name and those of the hon. Members for Wells (James Heappey) and for Ceredigion (Mr Williams). This has been very much a joint effort and I pay tribute to them. I would like to thank the Backbench Business Committee for the opportunity to bring this motion and debate before the House today. When the three of us approached the Backbench Business Committee, hon. Members serving on it graciously offered us the day of the local elections as a possible occasion. Knowing that there was wide support for the debate and not wanting it to get swamped by external events, we declined and asked for a later date. That worked out well, didn’t it?

I have a smartphone in my pocket that has an app—let me explain to more senior hon. Members that that means an application—through which I can access my banking services, pay my bills, check my balance and transfer money between my accounts, none of which, I hasten to add, are sited offshore. I can probably even apply for a loan. Banking is changing, and in many ways it is becoming more convenient and perhaps changing for the better.

Convenience, however, does not rely solely on the possession of a smartphone. The physical presence of a bank is still important. Today, I shall not call for a halt to all technological advances in banking. I do not want to go back to the days of accessing cash by having to cash cheques in a branch, and I certainly do not want to go back to the days of using credit card devices that the shopkeeper used to have to fill in by hand and then run a mechanism over to print the credit card details on carbon paper.

[Albert Owen (Ynys Môn) (Lab)]

In my pocket I have a cheque book and a mobile phone, but when I go to the bank, I do not have much of a choice when it refuses to provide many services. The serious point is that many places in my constituency do not have a mobile phone signal, so people face even greater limitations on how they can provide or access services.

[Christian Matheson]

My hon. Friend makes an extremely useful point, and if he will bear with me, I may come on to say more about some of the areas that are suffering the most from these bank closures.

As my hon. Friend has perhaps alluded to, we need to recognise that for many—the elderly, people with caring responsibilities, and small business owners—high street banks’ programmes to close many of their smaller branches and centralise everything in the centre of large towns create havoc for individuals and businesses and damage local communities.

My interest in this issue was prompted by a spate of branch closures in the Hoole area of Chester. Last summer, NatWest announced it was closing its branch there. The excuse was that the branch was underused. Yet I and my team undertook a scientific survey of usage by standing outside and counting people going in over several hours that flatly contradicted the suggestions made by NatWest. HSBC had already gone in Hoole, and it was followed more recently by Lloyds, leaving only a Barclays branch as the so-called last branch in town. Bank branches around Chester had been closed previously, including in the Boughton and Saltney districts.

All our banks are now in the centre of Chester, which has several profound effects. First, it increases traffic into the city centre. Ours is already a congested city built on the beautiful River Dee, but when the Romans founded it and when it became a bustling market town in the middle ages, nobody thought to design it with the needs of 20th and 21st-century car use in mind. Keeping satellite branches is, strangely, good for the environment. More importantly, satellite branches support local businesses.