Food Banks
Debate between Andrew Gwynne and Mark Lazarowicz(9 years, 11 months ago)
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Maria Eagle
I shall just finish responding to the hon. Member for City of Chester (Stephen Mosley), then I will give way. I had not realised that I was quite so popular. The hon. Gentleman claims that the delays are being tackled, but the DWP’s target is to determine a claim in 16 days. If someone has no money and they have to wait 16 days for their benefit claim to be determined, and then wait for the cheque to arrive, they are going to have to go to a food bank. I do not think that those targets, whether they are being met or not, are anywhere near good enough, and nor did the report, “Feeding Britain”, which suggested that claims ought to be cleared within five days.
Why are DWP Ministers not doing something about this? They appear indifferent. The Minister for Employment has said that
“there is no robust evidence linking food bank usage to welfare reform.”
That is because she refuses to collect such evidence. Either the Ministers are indifferent and incompetent, or they are indifferent and venal. In reality, they do not care enough about the problems to take any action.
Budget Resolutions and Economic Situation
Debate between Andrew Gwynne and Mark Lazarowicz(11 years, 8 months ago)
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Andrew Gwynne
My hon. Friend is absolutely right. She may have read the Manchester Evening News research, which showed that Tameside, which is part of my constituency, is the worst place in the north-west of England for young people to access job opportunities. There are real issues here that need to be resolved by Government.
Some good local initiatives are being pushed through by my two local authorities. One is Tameside, a Labour local authority, and the other is Stockport, a Liberal Democrat authority. They are doing their best in very tight circumstances, not least because every man, woman and child in Tameside is losing the equivalent of £163 in central Government grant to the local authority and Stockport is losing £94 per head of population.
We are seeing initiatives such as the introduction of town teams in Denton—I am proud that my office is represented on the Denton town team—and a pooled apprenticeship scheme in Tameside, which enables firms to reduce the risk in taking on apprentices. That initiative has been ably led by the leader of Tameside council, Councillor Kieran Quinn, who set out an ambition to have every young person in work or training by 2020. Tameside council has done a deal with New Charter Housing, the local registered social landlord, to ensure that one affordable house is built per week for the next three years. Stockport has the Stockport Boost initiative, its town centre is a Portas pilot, and there are huge opportunities along the M60 corridor with its close proximity to the airport city enterprise zone and the Grand Central redevelopment. That initiative is being pushed forward by the Greater Manchester combined authority and the Association of Greater Manchester Authorities—a Labour-led, city region initiative.
Lord Heseltine talks about combined authorities and giving more responsibility to local enterprise partnerships, and that is where Greater Manchester takes a lead. He also mentions local leadership, which is a thorny issue. I personally support the idea of a Greater Manchester-wide mayor, and although I realise that others in the city region are not convinced, I at least welcome the debate started by Lord Heseltine in his report.
My final point—which I have already touched on—is about housing, which continues to be a big problem in my constituency. The new homes bonus announced by the Government in 2010 was supposed to unleash growth and help build at least 400,000 additional homes, but it has failed to deliver.
Andrew Gwynne
I will not as I do not have time. Housing starts fell by 11% last year to below 100,000—fewer than half the number required to meet housing need. The Government’s £10 billion guarantee scheme has yet to deliver a single penny of support for house building. There were a number of small things to be welcomed in the Budget, but there were no answers on growth or for communities such as Denton and Reddish. After three years of failure, it is time for a different approach.
High Speed 2
Debate between Andrew Gwynne and Mark Lazarowicz(14 years ago)
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Andrew Gwynne
When we go into the details of what is proposed, we certainly need to ensure that connectivity with the English regions—the hon. Lady makes a powerful case for the city of Nottingham—are included.
As the economy grows, people will travel for employment and leisure, and there will be more demand to move freight, something that is not sufficiently considered in relation to rail. The Labour Government rightly believed that improved transport capacity would be needed between our major cities from the 2020s, starting with the route from London to the west midlands, two of Britain’s largest conurbations. Projections show that by then the west coast main line will be at capacity. By 2033, the average long-distance west coast main line train is projected to be 80% full, and severe overcrowding will be routine for much of the time. There will also be a significant increase in traffic and congestion on the motorways between and around London, Birmingham and Manchester, far beyond the problems experienced at these locations today.
The Labour Government’s view was that high-speed rail would be one way to provide more capacity between the UK’s main conurbations in the long term. The extra boost provided by a high-speed line would substantially increase existing rail capacity. That would happen not only as a result of the new track but because the track and stations would make possible a far greater length of train, and because high-speed trains would be segregated from other passenger and freight services.
It is worth bearing it in mind that upgrading existing rail lines would yield much less capacity than a high-speed line and at greater cost in both money and disruption, but without most of the journey time savings. That is something that we saw with the recent £9 billion upgrade of the west coast main line; although the benefits were considerable, they were essentially incremental, coming after years of chronic disruption to passengers and businesses.
Journey time savings from high-speed rail will be significant. The journey time from London to the west midlands would be reduced to between 30 and 50 minutes, depending on the stations used. Manchester could be brought within approximately an hour of London, down from almost 2 hours and 10 minutes. Through-services from Glasgow and Edinburgh to London would be down to just three and a half hours.
The connectivity gains of high-speed rail will come not only from faster trains but from the new route alignments that comprise the proposed Y-shaped network of lines from London to Birmingham, and eventually north to Manchester and Leeds.
Mark Lazarowicz
Will my hon. Friend confirm that the Labour party’s ultimate objective is that the high-speed line should go directly to Scotland, and that we should not rely on existing services for part of the line? Obviously, things cannot be done at the same time everywhere in the UK, but will he confirm that that is Labour’s objective?
Andrew Gwynne
When Labour was in Government it was always envisaged that the high-speed lines would eventually connect with Scotland. In the long term, that will be crucial to the economies of Scotland and the English regions.
The new network would overcome some of the limitations of the old network, which has three separate and poorly interconnected main lines, each with own its London terminus. An important factor is that the high-speed network would enable key local, national and international networks to be better integrated. In particular, including an interchange station with the new Crossrail line just west of Paddington on the approach of the high-speed line to central London would greatly enhance the benefits of both Crossrail and the high-speed line. A Crossrail interchange station could deliver a fast and frequent service to London’s west end, the City and docklands. The total journey time from central Birmingham to Canary Wharf could be just 70 minutes.
A boost to the west midlands economy is anticipated to the tune of £5.3 billion a year, and to that of the north-west of £10.6 billion a year at today’s rates.