Milton Keynes: 50th Anniversary

Debate between Albert Owen and Iain Stewart

Wednesday 25th January 2017 Westminster Hall

[Iain Stewart]

I am grateful for that intervention from my right hon. Friend and near neighbour. I thank him for the good wishes from the people of Bedfordshire. He is absolutely right: the environmental benefits of Milton Keynes are enormous. I think I am right in saying that we have more trees per head of population than anywhere else in the country. That was one of the great foresights of the city’s founding fathers.

I am glad that my right hon. Friend intervened, because it leads me neatly on to talking about what I see as the next stage of Milton Keynes development. That includes the Oxford-Milton Keynes-Cambridge corridor that the National Infrastructure Commission is looking at and projects such as the east-west rail line, which the right hon. Member for Oxford East mentioned, and the Oxford-Cambridge expressway. I believe they will unlock considerable economic and housing development.

If that development is done in the right way—using the smart city and transport technology that we are innovating locally to develop new types of village communities that people want and not the massive urban sprawl that they fear—we will respect and improve on the basis on which Milton Keynes was founded. In doing so, we need to find a way to develop a new partnership between Milton Keynes and neighbouring authorities, such as Central Bedfordshire Council and Bedford Borough Council, to develop joint planning and delivery mechanisms. I know that my right hon. Friend is setting up an all-party group to look at the creation of the England economic heartland body, which will do a lot of important work in that space.

Last year in Milton Keynes we had the publication of the “MK Futures 2050” report, which was chaired by Sir Peter Gregson of Cranfield University. It presented a bold vision for our future, including the creation of MK:IT, a technical university modelled on the Massachusetts Institute of Technology in the United States. That absolutely fits with the NIC’s plans and the Government’s industrial strategy, which was outlined earlier this week and will develop our skills base for the future. All those debates and initiatives are live, and I look forward to playing my part in shaping them. We have an incredibly bright future and many opportunities, but I conclude today simply by wishing my fellow residents in Milton Keynes a very happy birthday. I am proud to represent such a wonderful place, and I look forward to playing a part in its next half century.

[Albert Owen (in the Chair)]

I remind the Minister that the debate will finish at 4.41 pm. I offer my congratulations to Milton Keynes.

West Coast Main Line

Debate between Albert Owen and Iain Stewart

Monday 17th September 2012 Westminster Hall

[Iain Stewart]

I agree with the hon. Gentleman. I also put it on record that I have no preference as to whether Virgin or FirstGroup wins the franchise. Virgin operated the franchise perfectly competently, and I would have had no problem had it been the successful bidder. Equally, FirstGroup has made a very attractive offer, so I approach this from a neutral perspective.

[Albert Owen (Ynys Môn) (Lab)]

In his introduction, the hon. Gentleman omitted the fact that the west cost main line also serves north Wales. I will address that important point if I catch your eye, Mr Bone.

The hon. Gentleman mentioned that we may never know the detail of the bids, but surely that is the purpose of the Transport Committee’s inquiry. Ministers are there to answer such questions, and it would be in the Government’s interest if we were to have at least a summary so that we could clear up some of what he calls “speculation.”

[Iain Stewart]

I apologise to the hon. Gentleman; of course the route also serves Chester and the north Wales coast, and I will refer to that a little later.

We have had a summary of the respective bids, but to assess fully whether the FirstGroup bid is deliverable in preference to the Virgin bid, we would need to see the very detailed evidence that supports the headlines we all know about. My contention is that we cannot expect to see that while the bidding process is ongoing, because the bids contain commercially sensitive information. That would be like a card game in which each player has to reveal their hand before they play.

High-speed Rail

Debate between Albert Owen and Iain Stewart

Wednesday 13th July 2011 Westminster Hall

[Iain Stewart (Milton Keynes South) (Con)]

It is always a pleasure to serve under your chairmanship, Mr Gray. I add my congratulations to the hon. Member for Clwyd South (Susan Elan Jones) on securing the debate.

I am a member of the Select Committee on Transport, and we are midway through our inquiry into high-speed rail, which is one of the most fascinating subjects that I have had to consider in my time as a Member. In the interests of time, I will not rehearse all the arguments for and against. I want to do two things in my contribution. First I make a plea to all sides in the debate to keep their remarks objective and evidence-based, and not to indulge in unhelpful and insulting point scoring; I say that to everyone. To those who support high-speed rail, it is incredibly unhelpful and insulting to polarise the debate as jobs in the north against lawns in the south, which is insulting to lots of people who have real and passionate objections to the concept of high-speed rail.

[Albert Owen]

The hon. Gentleman is making an important point. The problem is that little evidence is available in this country. In particular, my hon. Friend the Member for Clwyd South (Susan Elan Jones) has asked the Wales Office for a detailed analysis and to collate the data, so that we can have an evidence-based argument and put forward stronger cases.

[Iain Stewart]

That is one of the things that the Transport Committee is digging into, to ensure that we make a decision based on fact.

To those who oppose high-speed rail, I have seen evidence of threatening letters to some proponents of high-speed rail and some exaggerated claims. My plea to everyone is to stop it. This is the most significant strategic, long-term transport decision we will take for a generation, and it has got to be right. The project will outlive several Governments, of goodness knows what colour and composition, so the decision has got to be right and we must have agreement on it.

Secondly, I would like some reassurance from the Minister about the scope of the Department for Transport inquiry and that that inquiry is not a simple choice between the current High Speed 2 proposals and doing nothing, but that a range of other options can be considered. The Transport Committee has just returned from a visit to France and Germany to look at their high-speed networks. One conclusion that I came to is that what matters is not just building a line, but how it is connected into the existing rail network, the connectivity to the termini on the line, and how it fits in with the wider transport strategy involving freight and aviation. That is what makes high-speed rail a success or failure. We must look at it in the round.

The hon. Member for Clwyd South has mentioned Lille. Yes, it has been successful, but we found that that has often been at the expense of neighbouring towns. The French have recognised belatedly that better connectivity is needed to Lille, and that that is what drives the benefits.

Time precludes me from going into many of the other issues that I wanted to raise, but one is the operating speed of the route. High Speed 2 has been designed for an operating speed of 250 mph, but all the evidence from Europe, China and elsewhere is that although the trains can technically run at that speed, for all sorts of practical reasons they are limited to about 200 mph. That opens up the possibility of other route options. We can build High Speed 2, but not necessarily along the proposed route. The latest generation of Shinkansen bullet trains, which tilt, opens up the possibility of building lines alongside an existing transport corridor, such as the M1 or M40, which would mitigate much of the concern about environmental intrusion. That is what the Germans have done.