High Speed Rail

Angela Smith Excerpts

Monday 28th January 2013 Commons Chamber

[Angela Smith (Penistone and Stocksbridge) (Lab)]

I welcome the Secretary of State’s commitment to a south Yorkshire-based approach to the placement of the HS2 station in the Sheffield city region. Indeed, the choice of Meadowhall suggested today seems to offer a reasonable way forward. Will he consider ensuring, however, that the enabling aspects of the hybrid Bill contain at least a commitment to phase 2? Let us separate the enabling from the quasi-judicial aspects of the Bill.

[Mr McLoughlin]

I am grateful to the hon. Lady for that suggestion and will think on it a little more.

Oral Answers to Questions

Angela Smith Excerpts

Thursday 17th January 2013 Commons Chamber

[Tom Brake]

I am surprised that the hon. Lady considers that the Government have a light programme; that is certainly not the view on the Government Benches. The House has expressed a view on private Members’ Bills. It has thought it appropriate to leave them where they are.

[Angela Smith (Penistone and Stocksbridge) (Lab)]

When the Leader of the House and his deputy prepare their evidence, will they consider holding the Committee stage of the Bill on equal marriage on the Floor of the House?

[Tom Brake]

I thank the hon. Lady for that question about a matter that has been raised before. The Government want to allow suitable scrutiny of the Bill and I am sure that the Government will provide it.

Rising Cost of Transport

Angela Smith Excerpts

Wednesday 9th January 2013 Commons Chamber

[Maria Eagle]

No. Those are the changes to fares and ticketing that passengers want, not the Government’s approach, which seems to be more about what is in the best interests of the train companies, not commuters.

If the Government are out of touch with the impact of fare rises on commuters, Ministers are even more woefully out of touch with the consequences for bus fares and services of their funding decisions since the election. When they set out plans to cut 28% of funding from local transport and axe a fifth of the direct support for bus services, Ministers claimed, incredibly, that that could be done without an impact on fares. The Minister, the hon. Member for Lewes, told the House:

“When I spoke to the industry following the spending review announcement, it indicated that the cut was so minimal that it hoped that it could absorb it without fares having to rise, which is what we hope will happen.”—[Official Report, 2 December 2010; Vol. 519, c. 953.]

What incredible naivety.

For the subsequent two years, those who rely on local bus services have had to listen to the Minister, with his fingers in his ears, denying all knowledge of the consequences of the cuts. At Transport questions last April, he said of bus services that

“there have not been the cuts that the Opposition are so keen to talk up.”—[Official Report, 19 April 2012; Vol. 543, c. 485.]

At Transport questions in November, he again refused to accept the truth when my hon. Friend the Member for Nottingham South (Lilian Greenwood) warned him of the higher fares and reduced services in communities up and down the country.

We now have the truth, because the Government have had to publish the annual bus statistics for 2011-12. They clearly show an average increase in bus fares of 6.5% in England and an even higher average increase of 7.6% in non-metropolitan areas. Those are increases of more than double the rate of inflation on services that are relied on by some of the poorest in our communities.

[Angela Smith (Penistone and Stocksbridge) (Lab)]

Will my hon. Friend consider whether the impact of those increases will be felt by young people in particular, who have to pay high fares to get to college and to work and who are suffering a great burden because of the increases being visited on them by the Government?

[Maria Eagle]

My hon. Friend is right. The Government’s own statistics also reveal the truth on lost services. Directly contradicting the Minister’s claims, they show that between 2010-11 and 2011-12, mileage on supported services dropped by 10% in non-metropolitan areas in England and by 7% in metropolitan areas.

Cost of Living

Angela Smith Excerpts

Wednesday 16th May 2012 Commons Chamber

[Stephen Phillips (Sleaford and North Hykeham) (Con)]

It is an enormous privilege to have the opportunity to contribute to the debate on the Queen’s Speech, and in particular to speak today about the cost of living, which I think is the subject that touches the constituents of every Member most closely. It is a subject that resonates especially in rural areas such as the one that I represent, because for us the cost of living differs in so many respects from the cost of living for those who live in urban areas. One of the reasons for that is associated with the cost of fuel, and the cost of filling our cars at the pumps.

For those who live in my constituency and in other rural parts of England and the rest of the United Kingdom, having a car is not a luxury but an absolute necessity. The car is the thing in which people drive their kids to school in the morning, it is the thing that they need in order to get to work, it is the thing that they must have in order to do their shopping, and it is the thing that gets them to the doctor and the dentist. For my constituents, journeys that can be made on public transport in London and other metropolitan areas must be made by car, and are quite often lengthy.

[Angela Smith (Penistone and Stocksbridge) (Lab)]

Will the hon. Gentleman give way?

[Stephen Phillips]

I am only just beginning my speech, but I will be kind and give way to the hon. Lady.

[Angela Smith]

When the hon. Gentleman talks of metropolitan areas, he should recognise that they include areas such as South Yorkshire. Two thirds of Barnsley is rural, but it is also a metropolitan area. The issues to which the hon. Gentleman refers apply in many metropolitan as well as rural areas.

[Stephen Phillips]

They certainly apply in such areas to some extent. I do not dissent from that proposition. However, the hon. Lady needs to know the direction in which I am going. Because our constituents—including hers—are so affected by this issue, it is an issue on which the Government should take what action they can take. We are debating the cost of living, and one of the principal costs for those who live in the rural areas in her constituency and in rural areas such as the ones that I represent is the cost of fuel. The Government have tackled that. My right hon. Friend the Chancellor has scrapped £4 billion in duty increases that were planned by the last Government. The Opposition do not like to hear this, but the truth is that the price of petrol at the pumps is 10p a litre cheaper than it would have been if the Labour party had won the last election.

Is there more that could be done to deal with the cost of living? Of course, but Opposition Members also need to remember the huge debt bill—£120 million a day—with which the country has been left. If we were not paying that bill, my right hon. Friend the Chancellor and the other Treasury Ministers would have far more scope to tackle this and other aspects of the cost of living. We have heard Opposition Members criticise the Government today, but they need to remember who was responsible for getting this country into the mess in which we find ourselves.

Transport and the Economy

Angela Smith Excerpts

Tuesday 28th February 2012 Commons Chamber

[Stephen Hammond (Wimbledon) (Con)]

It is a great honour to follow the Chair of the Select Committee, the hon. Member for Liverpool, Riverside (Mrs Ellman).

I want to comment principally on the “Transport and the Economy” report. The report recognises, of course, that for many years transport was like Cinderella, as it rarely came to the fore and was not regarded as one of the key parts of Government policy. That was true for many years, but there has been a sea change and there is recognition both in the report and in the actions of the previous Government and this Government that the performance of an economy can be directly related to transport.

Transport can undoubtedly boost growth and increase competitiveness, and one of the best policy interventions a Government can make is to ensure that the infrastructure allows industry to thrive. Some of the infrastructure not only benefits industry but improves the quality of life of a number of our citizens, although clearly it can be provided in a number of ways that differ not only physically but financially. Efficient infrastructure will allow efficient and cost-effective movement around national, regional, sub-regional and local networks—I think that that is implicitly recognised in the report. The fact that transport can boost the economy—the report questions its efficacy in some areas, which I wish to discuss later—is also self-evident.

Any report that links transport and the economy is welcome, but having read both the report and the Government’s response and having listened very carefully to the hon. Member for Liverpool, Riverside, I would like to address one or two areas of slight concern and some surprise. For instance, as the hon. Lady conceded, we are discussing this report some time after its publication and so a number of its explicit recommendations have, to the Government’s credit, been covered in a number of ways. Indeed, it seemed to me that the Government were already covering a number of the report’s recommendations at the time.

Let me pick out recommendation 5 as an example. It states:

“The Government must explain the nature of the economic solutions that it is seeking to deliver through transport spending and how the schemes that it is supporting will achieve these aims.”

By the time the report had been published, however, the Government had already set out those things through their transport business case. They have also set out quite clearly in their business plan some of their objectives for transport spending, as well as a vision for a transport system that is an engine for economic growth, and they have attempted to provide a greener, cleaner and fairer solution for our communities.

Moreover, during the previous Government's period in office, many of us on both sides of the House recognised that the formula that the Department for Transport was using to analyse a number of its schemes beyond the basic benefit-cost ratio, NATA—the new approach to appraisal—had a number of deficiencies. We should recognise that the Government have set out a more embracing framework for analysing infrastructure spending. Clearly, there are the four areas to consider: the economic case; whether there is commercial viability; whether a scheme is financially affordable; and, perhaps most importantly, whether a scheme is achievable. That sort of framework, beyond what was previously in place, should provide a greater degree of rigour, for there is now more than one test. There are not only the tests in NATA or the benefit-cost ratio but a number of tests which, added together, will give a transparent and more rigorous approach to the analysis of economic transport investment. I hope that such an approach will stay in place for some time, because one of the problems with transport investment has been that for an awfully long period in this country’s history there was complete inconsistency in approaches to what a scheme could deliver. I support what the Minister has put in place, and I hope he will ensure that it is enshrined and embedded for a long period.

I was somewhat surprised at the report’s conclusions about regional strategies and the removal of regional strategic development and development agencies. I listened very carefully to the speech of the hon. Member for Liverpool, Riverside and I almost intervened, but as I hoped I would have the chance of catching your eye, Madam Deputy Speaker, I saved my remarks. I listened to the hon. Lady’s comments about what regional development agencies were doing for transport spending. However, I think the previous Transport Committee concluded in one of its reports—I forget which one—as did commentators up and down the country, that the variability among what RDAs delivered regarding transport was vast. It is fair to say that what the regional development agency did in the north-west in some of the delivery and spending on transport projects was well appreciated and supported. However, in other parts of the country, particularly the south-west, the RDA was felt to be failing almost everybody it attempted to help.

[Angela Smith (Penistone and Stocksbridge) (Lab)]

Does the hon. Gentleman acknowledge that the arguments and strategies developed by The Northern Way, which brought together three RDAs in the north of England, made a huge contribution to the development of the High Speed 2 project and the northern hub?

[Stephen Hammond]

Indeed I do, and I thank the hon. Lady for making that point because it helps me to make my next point. One thing that this Government have recognised is that, although there was some mix of RDAs, the reality is that a differing of approach in different areas will be the solution.

I also think it is quite clear that the report has prejudged the efficacy of local enterprise partnerships. It seems to me that all the initial evidence, anecdotal though it is because they have been in place for so short a time, shows that they are taking their responsibilities towards transport seriously.

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[Phil Wilson]

There may have been a lack of regulation, but we had a level of subsidy that had not been cut to the extent that it has been since, and some subsidies that were made available have been paid back to the Treasury.

[Angela Smith]

Does my hon. Friend recognise that the Local Transport Act 2008 brought back a level of regulation, but it was opposed by the Conservative party with which the hon. Member for Manchester, Withington (Mr Leech) is in coalition?

[Phil Wilson]

We can see from the lack of people on the Liberal Democrat Benches that this issue is not of particular importance to them. Whatever they said before the election, they are saying exactly the opposite today.

I have a constituent called Mrs Hardy who lives in Bishop Middleham. She has asthma and a heart complaint and has worked at the same place for 34 years. Now she cannot get a direct route to work and arrives an hour late, and the return journey that she has to make does not take her back to her own home. She is quoted in The Northern Echo as saying:

“I am now in the stressful situation of having to beg lifts from friends, colleagues and family and don’t know how I am going to get to work from one day to the next.”

Her story is not unique. However, with the help of Durham county council, I have been able to get Arriva to put on a couple of buses on workday mornings so that people like Mrs Hardy can get to work. That new regime starts on 19 March. Likewise, by applying pressure on Arriva, we have been able to redirect buses around Fishburn. However, that only partly solves the problem and is not the whole answer. There must be many more employees in my constituency who find themselves in such a position.

I have raised this issue with the Department for Work and Pensions. If somebody resigns from their job voluntarily because they can no longer get to work, they can no longer claim benefit because they are deemed to have resigned. The Minister of State, Department for Work and Pensions, the right hon. Member for Epsom and Ewell (Chris Grayling) responded:

“The Jobseekers Act (1995) provides that JSA will not be paid for a period between 1 week and 26 weeks to anyone who has lost their employment as an employed earner by leaving voluntarily without just cause.

The law does not provide guidance on how just cause should be interpreted because the circumstances in which employees leave employment are so varied.”

The Government need to do a bit of joined-up thinking on this issue because it affects many people in rural areas around the country, who we are perhaps not finding out about. This situation needs urgent attention. The Department for Transport needs to liaise with the DWP to find out the extent of the problem in rural areas. The problems with the buses in my constituency came to a head in the new year.

Last week, we found out from the Transport Committee report on the expenditure of the Department for Transport that the money was there to maintain the subsidy, but it was handed back to the Treasury. To use the Select Committee’s word, how “slack” is that? The Select Committee was surely correct to state in paragraph 11:

“Money voted by Parliament for expenditure on transport should be spent on transport, not handed back to the Treasury.”

My question to the Minister is whether, because the money has been there in the past, it will be there in the future. Will his Department push for extra funding for subsidies so that additional bus services can be provided in areas such as County Durham? There is a lot of talk about the need for growth in the economy. I respectfully suggest to the Government that it is a fundamental prerequisite of any economic growth strategy that employees are able to get to work.

The lack of understanding in this area does not promise much for the future. There seems to have been a fundamental failure in basic arithmetic. The Department has imposed deep cuts to bus grants, leading to the axing of dozens, if not hundreds, of bus routes and to steep fare hikes, only to end up with £543 million to spare. As a consequence, Durham county council and other local authorities are getting the flak for the cut in bus subsidy and the resulting cuts in bus services. My constituents have great difficulties in getting to work, to the hospital, to college or to see friends. The Department for Transport lost £543 million down the back of the sofa, just to find it and hand it back to the Treasury. Will the Minister therefore apologise to Mrs Hardy and the many others who are having difficulty catching a bus today because of his Department’s carelessness?

The letter from the Minister of State, Department for Work and Pensions, the right hon. Member for Epsom and Ewell also states:

“The matter of poor public transport in Sedgefield and County Durham”—

at least the DWP acknowledges that transport in Sedgefield and County Durham is poor—

“is a matter for the Department for Transport. I have forwarded a copy of your letter to that Department so that Ministerial colleagues are aware of your constituents’ concerns.”

Will the Minister tell me what his Department and the DWP are doing to alleviate the situation of poor public transport in places such as Sedgefield and County Durham? Is there any joined-up thinking in Government to alleviate this problem? Finally, what plans does the Department have to re-regulate or regulate more thoroughly bus services in rural areas around the UK so that people who have jobs can get to them?

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[Jonathan Ashworth]

Thank you, Mr Deputy Speaker. To help other Members get in, I will take no more interventions. In answer to the hon. Lady, I recognise that concern, but on balance I think that HS2 is a good investment for the economy. However, I want to focus on the midland main line, if she will allow me.

I would be grateful if the Minister passed on my thanks to the Minister of State, Department for Transport, who last night kindly met me, my right hon. Friend the Member for Leicester East (Keith Vaz) and the deputy mayor of Leicester, Rory Palmer, to discuss electrification. It was a good meeting, and I was grateful for the way she responded to our questions.

I would argue that electrification makes economic sense. The midland main line is the slowest northbound route out of London. It is the only main line to London that has not been electrified and where there are no immediate plans for electrification. Electrification would mean improved journey times, improved performance times and improved reliability. Crucially, electrification ought to provide good value for money: estimates show that savings in operating costs and increases in passenger revenues would greatly exceed investment costs. Full electrification along the line would reduce the costs of rolling stock, energy and maintenance and would therefore meet the aspirations of the McNulty review. It would bring huge benefits to cities such as Leicester and to the east midlands as a whole, as well as to Sheffield and South Yorkshire.

[Angela Smith]

Does my hon. Friend agree that the increased relationship between Rolls-Royce and Sheffield means that connecting Derby and Sheffield more efficiently would be good for the economies of both cities?

[Jonathan Ashworth]

I said that I would not give way again—my apologies, Mr Deputy Speaker. My hon. Friend is quite right, though: Rolls-Royce is a major employer in Derby and elsewhere in the east midlands—in Hucknall, for example—and connecting Derby and Sheffield in that way is crucial for the economy.

One analysis has shown that the electrification of the line would benefit the economy by £12 million a year and by almost £450 million over the appraisal period, which makes an overwhelming case for it. It would also improve our links with Northamptonshire, making it easier for me to visit the hon. Member for South Northamptonshire (Andrea Leadsom) should I wish to do so, as well as the links between Derby and Sheffield. All estimates suggest that the conurbations served by the midland main line are set to grow—between 2000 and 2010, the population of those areas grew by 300,000, and estimates suggest that it will grow by 800,000 by 2030—so in addition to the economic reason for the investment, there is also the simple reason of population growth.

The trains currently running on the route are diesels, and research suggests that CO₂ emissions could be reduced by 43,000 per annum as a result of electrification. There is therefore also a good environmental argument for pressing ahead with electrification. There is another strong value-for-money argument, which is that electrification would result in immediate job creation along the line, it would boost the economy, and it would help cities such as Leicester to attract more inward investment. I am sure that it would do the same for other cities in the region and in south Yorkshire. It would bring long-term advantages to Leicester and the wider east midlands, and it will therefore be crucial for our region in the next few years.

As I said, I am grateful to the Minister of State for meeting us last night, and I hope that the Under-Secretary of State replying to this debate will pass on my thanks to her. Last week, at Transport questions, the Minister of State told me:

“The electrification of the midland main line has been prioritised by the industry in its initial industry plan, which will form an important part of the decisions that we have to make on what will be funded in the next railway control period.”—[Official Report, 23 February 2012; Vol. 540, c. 1012.]

That answer aroused a great deal of excitement on that evening’s edition of the BBC’s “East Midlands Today”, and in my own fine newspaper, the Leicester Mercury. If the Under-Secretary wants star billing on “East Midlands Today” this evening, or in the Leicester Mercury, the Nottingham Post or the Derby Evening Telegraph, he need only get up and announce from the Dispatch Box that he is going to strike while the iron is hot, build on the profile that the Minister of State already has in the east midlands, and say yes to the electrification of the midland main line.

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[Angela Smith (Penistone and Stocksbridge) (Lab)]

I start my short contribution by paying tribute to the Chair of the Select Committee, my hon. Friend the Member for Liverpool, Riverside (Mrs Ellman), who has shown astounding leadership for some time. I am particularly proud that this report is being debated today, as I was a member of the Select Committee when we first met after the election. Indeed, I was one of those calling for this inquiry, so I am particularly pleased to be able to contribute to today’s debate.

The report on “Transport and the economy” is an important one. We have heard broad statements and warm words from the Government for some time about transport and its role in supporting economic growth, but there is no sense of how their decisions on transport fit into a strategy, and no clear sense of how any particular scheme announced by the Government will fit into a strategy for economic growth. Nor is it clear how the Government’s decisions will help to deliver their stated intention of rebalancing the economy. I therefore welcome the report’s recommendation that a White Paper on transport and the economy be produced exactly to clarify that point. The report is important, too, because it makes clear that investment in transport infrastructure needs to be linked to plans for economic development. HS2 provides a good example.

The argument for HS2 is partly about capacity, so it relates strongly to the role cited in the Eddington report for transport investment to reduce congestion, thereby removing barriers to economic growth. HS2 is also about bringing economies across the country closer together, improving the dynamics of those relationships—in other words, the agglomeration benefit.

[Mr Kevan Jones (North Durham) (Lab)]

Does my hon. Friend agree that unless some time line is put on extension of HS2 further north, there will be considerable cynicism in areas like the north-east that a great deal of investment will be made that will have very little economic impact on such regions?

[Angela Smith]

I wholly concur. In fact, if we are to maximise the agglomeration benefits of HS2, I would argue that the economies—from the far north to London and the south—that are linked by the HS2 line must have clear strategies in place for economic development in order that the transport investment represented by high-speed rail can perform to its full potential.

[Phil Wilson]

It is obviously vital that the HS2 route eventually reaches the north-east of England. I do not know whether my hon. Friend is aware of it, but Hitachi is building a train-building facility in Newton Aycliffe in my constituency. It has already said that if this project goes ahead, it will be bidding for the rolling stock.

[Angela Smith]

That illustrates my point about the need to have clear plans for economic development in place alongside plans for transport investment.

The report is also important because it points out very clearly that there is a lack of transparency and consistency in the decision-making process at the Department for Transport. Finally, it is important because it points out that the removal of regional structures created by the last Government risks creating a vacuum in effective planning for transport infrastructure.

I want to focus particularly on the report’s recognition that the Government should produce a White Paper explaining explicitly how their plans for transport investment will be linked to their plans for the economy more generally, and in particular explaining their plans for rebalancing the UK economy. Rebalancing is important not just to the economic development of areas such as the north-west and Yorkshire but to the whole country, including London and the greater south-east.

We need transport investment to maximise the potential for a more dynamic set of relationships between economies across the country. HS2 is a case in point. According to The Northern Way, its potential impact of £13 billion would deliver at least £3 billion of economic impact to the north. The point is, however, that its economic impact will affect the whole country, and therefore potentially benefits everyone.

What do we need if we are to rebalance the economy in transport terms? I believe that we need three things. First, we need more transparency and greater consistency in decision making, so that we can hold the Government to account in relation to their stated aim of rebalancing the economy. Secondly, we need political bravery: we need to use investment to maximise economic development in areas such as the north of England, and to remove barriers to growth in those areas. Thirdly, we urgently need to know more about how the Government will develop sub-regional, regional and even cross-regional structures enabling them to produce sound, well-thought-out strategies for the delivery of transport infrastructure.

The removal of the regional development agencies and, by definition, The Northern Way group of RDAs, has left a vacuum in regional planning, especially—as the report points out—in the context of their role in supporting regional economies. Moreover, the local enterprise partnerships have not been thought through. How will these new structures working at sub-regional and city-regional level work structurally across LEP boundaries to deliver what our regions need?

The north of England is a perfect example. As a result of The Northern Way and its superb work in developing arguments and strategies relating to transport, the case for the northern hub has been clearly made and accepted even by the coalition Government. The northern hub is needed, of course, to tackle congestion on the northern rail network, thereby helping to remove barriers to economic growth; but it is also needed in the context of the decision to go ahead with HS2. It is important that we deliver both projects in order not just to reduce congestion on the network but, as I mentioned earlier, to maximise the potential benefit of HS2.

If we are to maximise the potential of HS2 to make the relationship between the economies of the north and London more dynamic, we must also ensure that those agglomeration benefits are spread across the north. If that is to happen, the Government must recognise the importance of transport infrastructure in supporting economic development plans. In particular, they must recognise our great northern cities as hubs for economic development. They must recognise the importance of greater connectivity—not only with London, on a north-south axis, but on an east-west axis, between the northern urban centres, and with international gateways not just at Heathrow and Gatwick but at the mouth of the Humber and Mersey rivers.

We need regional planning. As the report says, without it there will be a risk that choices will be made on a basis that discriminates against weaker economies. There is already an example of that in the form of the Government’s decision to electrify the Leeds-to-Manchester cross-Pennine route, which discriminates against what I call the third point of the golden triangle of the north: the city of Sheffield.

We need the Govt to recognise the broader context of an economic policy that involves stimulation of the economy and the role that transport could play in it. Long-term infrastructure projects should be brought forward, as outlined in Labour's alternative plan for jobs and growth, but instead we are seeing significant cuts in investment, such as the £759 million cut on top of the £528 million efficiency savings supported by Labour.

We also need the Government to recognise the spending disparity between the north and the south. The Passenger Transport Executive Group has produced some interesting figures. In 2010-11, transport spending per head was £774 in London and £276 in Yorkshire and the Humber. The source of those figures is the most recent version of a public expenditure spending analysis from Her Majesty’s Treasury. I ask the Minister to respond to them, and to demonstrate by way of a full written explanation—

[Mr Deputy Speaker (Mr Lindsay Hoyle)]

Order. I call Stuart Andrew.

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[Norman Baker]

I shall make some progress, if I may.

The performance of local councils across the country varies enormously in respect of buses. If the hon. Gentleman has had significant cuts in Durham, he must consider other areas, such as East Riding and so on, where there have been far fewer cuts. Local councils have responded in rather different ways to the difficult economic situation they find themselves in, and it is not fair simply to blame the Government for that. He needs to look at his local council and at the decisions it has made in its area.

I hope the hon. Gentleman will notice that, in trying to deal with the matter, we have given money to community transport, including in Durham. I have also announced a new fund, the better bus area fund, which his local authority has indeed applied for; and the local sustainable transport fund, which is worth £560 million and includes more money for the area than the previous Government invested over the same period, has provided funding for the Wheels to Work schemes, which I mention because he made a very fair point about the importance of ensuring that there is joined-up thinking between the Departments for Transport and for Work and Pensions. I have corresponded with the Secretary of State for Work and Pensions on the matter, and the discussions are ongoing because we recognise the important link between transport and work. The hon. Gentleman made a very fair point.

On regional growth, I was disappointed that the Committee Chair quoted the IPPR’s report without question because it is incomplete and partial, as she may remember I said when I dealt with it at Transport questions a couple of sessions ago. Its figures are unreliable. Of all the transport investment announced in the Chancellor’s autumn statement and in the 14 December announcement about local major schemes, 62% by value is in the north and the midlands and 35% is in the north alone. Similarly, of the strategic highway investments announced in the 2010 spending review, 63% by value is in the north and midlands and 40% is in the north alone. The spend in the autumn statement for the local authority majors totals over £3 billion of regional spending, of which 35% is in the north-east, north-west, and Yorkshire and the Humber, 27% is in the west and east midlands, and only 24% is in London and the south-east. I therefore do not recognise or accept the figures in the IPPR report.

[Angela Smith]

The Passenger Transport Executive Group has made it clear that there appears to be no basis for the figures given by the DFT to the Select Committee, which are reflected in its report. Will the Minister undertake to give a full written explanation of the basis of the figures that the DFT is using?

[Norman Baker]

The figures in the IPPR report need to be questioned rather than the Department’s figures. In her speech, the hon. Lady accused the Government of a lack of transparency, but that is completely wrong. There is now more transparency and consistency in decision making than there was under previous Governments. For example, we have published the internal assessments of all 41 approved local authority majors development pool schemes. We published details of the Highways Agency’s schemes at the 2010 spending review. That is a commitment the Under-Secretary of State for Transport, my hon. Friend the Member for Hemel Hempstead (Mike Penning), made and took through at the time. Every six months, we publish value for money data on all decisions.

[Angela Smith]

indicated dissent.

[Norman Baker]

There is no point in the hon. Lady shaking her head—these are the facts. We have also published a whole lot of transparency data sets that were previously kept secret. We have a very good record on transparency, which is very important for decision making centrally and locally.

My hon. Friend the Member for Staffordshire Moorlands (Karen Bradley) asked about pot holes. The amount of money being made available to deal with pot holes in the four-year period of the spending review is more than was made available by the previous Government. In addition, we have undertaken expenditure to get best practice identified across local authority works so that local authorities get better value for money and can therefore mend more pot holes or, indeed, prevent them from occurring in the first place. I recognise the importance of that matter for many of her constituents and no doubt people elsewhere in the country.

I entirely agree with my hon. Friend about the value of 20 mph limits, particularly outside schools. She will know, I hope, that I have made it possible for local authorities to introduce 20 mph limits, where they feel it appropriate to do so, much more easily and with much less bureaucracy than was hitherto the case. That has been well received by local government. She raised a fair point about school transport provision. I have been in ongoing discussions about that with my opposite number at the Department for Education, the Under-Secretary of State, my hon. Friend the Member for East Worthing and Shoreham (Tim Loughton); indeed, I am discussing it with him again tomorrow.

My hon. Friend asked about sat-nav. Next week I am holding a sat-nav summit to bring all the various players together. [Interruption.] Labour Members clearly do not think this is a serious issue, but I can tell my hon. Friend that Government Members do think so. We do not like HGVs going down inappropriate roads and getting stuck. If Labour Members do not mind that, that is up to them, but we are dealing with the issue in government.

My hon. Friend the Member for Manchester, Withington (Mr Leech) referred to the significant road and rail investments in the north-west. He put matters into context fairly, and I am grateful for that. He also, rightly, highlighted his support for HS2, which is essential not only for Manchester and Leeds but for points further north. The benefits of HS2 begin as soon as Birmingham is connected, when the first leg is in place, because trains will be able to run through to the north-east and journey times will be reduced accordingly. We want HS2 to be in place as soon as humanly possible, and if we can do anything to bring the timetable forward, we will. I note his strong support for the northern hub. I can only echo the comments of my right hon. Friend the Minister of State, who said that it was a really strong contender for control period 5. If that gets me into the Manchester Evening News, that is all to the good. I will try to get into the Leicester Mercury as well by saying that the midland main line is a strong candidate for CP5.

I am delighted to see my hon. Friend the Member for Pudsey (Stuart Andrew) here today. The hon. Member for Swansea West (Geraint Davies), who is no longer in his place, intervened on him to refer to the Cardiff to Swansea line. I do not know what the hon. Gentleman wants to achieve by electrification, but I point out to him that it is not necessary to change trains at Cardiff to get to Swansea. When electrification to Cardiff takes place, it will be perfectly possible, and indeed desirable, to run trains through in bi-mode operation without the necessity to change, and the speed gains that come from electrification will make it a much quicker and more pleasant journey to Swansea on new rolling stock. He ought to be pleased by that arrangement.

My hon. Friend the Member for Stockton South (James Wharton) has done a lot of hard work on behalf of his local airport, and we all recognise that. He asked in particular about the arrangements for public service obligations. I can tell him that it is open to regional stakeholders to apply to the Secretary of State to impose a PSO on an air route should they feel that a case can be made and it satisfies EU regulation 1008/2008. As he knows, the airport pushed for a PSO in 2009. There is an issue with the poor service at the railway station, and I will be happy to speak to him separately about that matter if that would be helpful.

My final point relates to comments about the Department’s alleged underspend, which was raised by the Chairman of the Select Committee and a couple of other Members. It is an important point. The level of underspend became apparent only towards the end of the year and could not have been predicted earlier. The money was used to increase expenditure in certain areas where results were deliverable in 2010-11 and represented good value for money. It would not have been right to scrabble around for something to spend on at the end of the year that was not good value for money; that would not have been a responsible use of taxpayers’ money. I also point out to the hon. Lady that a very large sum of that related to budget cover for depreciation and therefore was not, in any case, spendable cash in the traditional sense. The underspend arose largely because of the rail subsidy being lower than expected following the successful negotiations that we carried out with the train operators, which produced better than expected passenger numbers and a better deal for the taxpayer than hitherto might have been expected.

We have had a very good debate. The Government have demonstrated that we are committed to transport and the economy, committed to creating growth and jobs, and committed to cutting carbon emissions. We are getting on with it and doing a pretty good job.

Question deferred (Standing Order No. 54).

Northern Rail Hub

Angela Smith Excerpts

Wednesday 18th January 2012 Westminster Hall

[Angela Smith (Penistone and Stocksbridge) (Lab)]

I congratulate the hon. Member for Colne Valley (Jason McCartney) on securing the debate. It is apt that I should follow his contribution because my constituency follows on from his, and the line he referred to goes on into my constituency. The only time I will willingly share a platform with the hon. Gentleman is the day when we get improved capacity on the Penistone line. I look forward to that day very much indeed.

For the north of England, the northern hub project is as important as the Crossrail project is to London. In many ways, it is helpful to see the project in those terms. Between the cities of Newcastle, Leeds, Sheffield, Manchester and Liverpool, 14 million people live and work and travel. Much of the rail traffic has to go through an antiquated interchange of rail routes through Manchester and the surrounding area, and very few people—if any—in this room can have any doubt whatsoever that the northern hub project is absolutely crucial to the future of the economy in the north of England.

There is no doubt that, in the past 10 years, there has been a transformation in rail across the north of England, with more and more passengers choosing to travel by train. That modal shift, if we can describe it as such, has supported significant economic growth in the north, as people are able feasibly to commute further to work or to execute their business. However, that growth is now threatened, not only because of the reckless risks being taken with our economy by the coalition, but because of the need to modernise our infrastructure in the north of England so that we do not constrict growth and discourage investment.

Some people might ask, “Why is Manchester’s railway network so crucial to the north or the country as a whole?” I would refer back to the comments made by the hon. Member for Colne Valley to make that case. In the early days, the project was sponsored by the Northern Way—an organisation, incidentally, formed by the three regional development agencies abolished by the Government—and was called the Manchester hub, not the northern hub. Politically, the decision was taken at an early stage to rename the developing project the northern hub, because it was quickly recognised that the benefits realised were not just for Manchester but for the whole of the north of England. It was felt that if we were ever to get the project off the ground and funded by the Treasury, it had to be seen as something that benefited the whole of the north. That is why I make reference to Crossrail. As I said earlier, in a sense, the northern hub project unknots the problems with cross-country trains in a way that will impact on a population of 14 million people.

[Yasmin Qureshi]

As somebody who formerly lived in the south, I am very happy about the funding for Crossrail. Is it right, though, that the benefit-cost ratio of Crossrail is 1:7, as opposed to 4:1 for the northern hub? Clearly, there is much more benefit to the northern hub than to Crossrail.

[Angela Smith]

I agree entirely with that point. The northern hub would do a great deal to help tackle the economic disparities between the south-east of England and the north.

What is the northern hub project that we have heard so much about? The hon. Member for Colne Valley illustrated it well: it is a series of works, new track and increased platform capacity in Manchester that will remove track conflicts and relieve traffic congestion. The works will allow up to 700 more trains a day, with space for 44 million more passenger journeys a year. Completion of the works will allow two new fast trains an hour to run between Manchester Victoria and Liverpool, with, as the hon. Gentleman said, six fast trains an hour between Leeds and Manchester, as opposed to four now.

Just as important for someone who represents a south Yorkshire constituency, journey times between Leeds, Sheffield and Manchester—what I have referred to in the past as the “golden triangle” of the north— will be reduced significantly. Leeds, Sheffield and Manchester are equidistant, economically important and interdependent, and we have to maximise the potential of those three great cities. I have argued previously that the present situation whereby it takes up to an hour and often longer to travel the 30 miles between Sheffield and Manchester is unacceptable. That represents a journey time not a great deal different from that experienced by our Victorian forebears—that is how little the north of England has moved forward in rail journey time and capacity in the past century. A completed northern hub would cut the journey time between Sheffield and Manchester and, importantly, would allow two more trains to run throughout the day. That will help to cut the daily overcrowding, which has already been mentioned, on cross-country routes.

The estimated cost of those improvements, as the hon. Member for Colne Valley said, is £260 million—a large sum, but not great when placed alongside the £16 billion budget for Crossrail. It is estimated that for every £1 invested, as my hon. Friend the Member for Bolton South East (Yasmin Qureshi) said a moment ago, there would be a return of £4 in economic benefits. Crucially, we need the whole of the package to deliver that economic benefit. I see the current congestion and problems in the network as a knot. To deal with the problems created by a knot, one does not half untie it. The whole knot has to be loosened and dealt with to get the benefit, and that is the important point. We have to unknot the network and deal with all the problems created by congestion around Manchester. There is no point in untying part of the knot; we have to deal with the whole problem to get the benefit.

The Chancellor’s recent autumn statement announced the Government’s intention to fast-track some elements of the northern hub project. That commitment is welcome but it goes nowhere near far enough. Work on the Ordsall chord will enable trains from Manchester airport, and Liverpool to Leeds, to use the modernised Manchester Victoria station, but that only partially answers the question of congestion in and around Manchester. The announcement to electrify the north Pennine route and the electrification of other routes around the north-west is welcome, but while that will allow lighter, more efficient trains to use those routes, it will not relieve all congestion and will not help passengers from Sheffield, and those further east on the Hope Valley line, to enjoy faster, more frequent trains. That has a massive impact on the east coast and the Humber bank. The Hope Valley line is critical to all train journeys from Cleethorpes and Grimsby through to Manchester airport, as well as Sheffield.

If the north of England is to close the economic gap with London and the south-east, it is my firm belief that this project has to be given the green light in its entirety for the next control period. The full range of benefits envisaged by the project, benefits that we know are desperately needed to help the north to grow, will not be realised unless we deliver every element of the project.

We have called for this debate today because we have been receiving worrying signals from the Minister. I pay tribute to her, which may seem unusual for an Opposition politician, for the way she has handled the High Speed 2 debate. She has shown a firm grasp of the detail and has been staunch in her commitment to the project, and I would like to see the same for the northern hub. The point made earlier, that the northern hub is critical to complementing HS2, is the important point.

On capacity in the north of England, if it is cheaper to tunnel than to dig steep embankments in the Chilterns, surely we can consider reopening the Woodhead line. It has been said to me that the tunnelling that would be required on the Woodhead line if we were to reopen it is far too expensive for the Department for Transport to consider. Let us therefore have that one back on the table while we are at it.

For many years, the north has lagged behind the south-east in rail investment. Now is the time to change that. It is time to acknowledge that transport spending for the north has lagged significantly behind that made available for London and the south-east, and that action needs to be taken to correct this unfairness in funding allocations by the Department for Transport. This is the best opportunity we have had for years to correct that situation by giving the go-ahead to this project in its entirety.

I pointed out at the start of my contribution that a completed northern hub helps not only Manchester but the rest of the north of England. I call on the Government to prioritise this work. It makes sense for the north and it makes sense for rebalancing the economy, so it makes sense for the UK as a whole.

High-speed Rail

Angela Smith Excerpts

Tuesday 10th January 2012 Commons Chamber

[Justine Greening]

We will work in a very detailed fashion to make sure any disruption is minimised. The disruption will be significantly less than the disruption that there would have been if we had had a strategy of upgrades to lines, including the west coast main line.

[Angela Smith (Penistone and Stocksbridge) (Lab)]

The Secretary of State gave a helpful hint earlier, when she said that she was considering covering the whole Y-shaped network in forthcoming hybrid legislation. Will she agree to meet a delegation of MPs from northern cities so that we may press the argument for its inclusion, which is amazingly and incredibly important to the whole north of England?

[Justine Greening]

I shall be happy to meet the hon. Lady. On that agenda, I would also like us to discuss some of the benefits that HS2 can bring to communities such as hers—one that I, of course, know very well.

Pedestrian Access (Railway Stations)

Angela Smith Excerpts

Wednesday 14th December 2011 Commons Chamber

[Paul Blomfield (Sheffield Central) (Lab)]

I am pleased to have secured this debate. I admit that the subject might seem a little obscure to some Members, but the Minister will know that it is of great concern not only to people in my constituency but to all of Sheffield. I am delighted to be joined by my hon. Friend the Member for Penistone and Stocksbridge (Angela Smith) and my right hon. Friend the Member for Sheffield, Brightside and Hillsborough (Mr Blunkett). This issue has brought together an extraordinary coalition of local residents and local organisations who are united in their concern to maintain pedestrian access through our station.

I know that similar issues have arisen in other parts of the country. My hon. Friend the Member for Derby North (Chris Williamson) has shared with me his concerns from further down the midland main line. My hon. Friend the Member for York Central (Hugh Bayley), who cannot be here tonight, has shared with me the issues in his city. I know that the Minister of State, Department for Work and Pensions, the right hon. Member for Epsom and Ewell (Chris Grayling), has had problems of a similar nature at a station in his constituency.

This evening, I will explain the problem facing Sheffield and make three points. The first is that established pedestrian routes for non-rail users through railway stations should be respected and protected, not blocked by ticket barriers. Secondly, I will look at the relationship between publicly funded stations and station improvements and the franchise arrangements that have passed the management of our stations to private rail companies. Thirdly, I will challenge the one-size-fits-all approach to ticket barriers of the Department for Transport, and the implications for pedestrian access. I will draw extensively—but not too extensively—on the long-running campaign in my constituency and in the city to maintain access through our railway station. I will illustrate that railway stations are not just places where people get on trains, but can be so much more, as in the case of Sheffield.

In advance of tonight’s debate, in an experiment in participatory democracy, I invited comments from constituents through Facebook, Twitter and e-mail, and I was overwhelmed with responses. I should like to thank those who contacted me for their support, and although I apologise for being unable to use all their comments, I will draw heavily on their views tonight.

Sheffield has an open station without ticket barriers, and it is not simply a place to catch a train. It is connected to our Supertram network via a tram stop at the back of the station, and it is just one minute on foot from the main bus interchange. As my constituent, Roz Wollen, says, we have a

“joined up transport system of tram, bus and train, all linked.”

It is a model of an integrated transport hub and the only point in the city where all forms of transport come together, so the free movement of people around that hub is crucial.

The station is not just a transport hub. It sits at the bottom of one of Sheffield’s seven great valleys. On one side is the city centre and on the other are the communities of Park Hill, Norfolk Park and beyond. The railway line runs down the valley, dividing the two, and the station is the natural link between the city centre and those communities.

The bridge that runs through the heart of the station is the only pedestrian route that unites the city. As Angela Andrassy says:

“The bridge also symbolises for me the joining of our area of the city to the city centre.”

It runs from the main station concourse to the tram stop, then to the communities beyond and to key institutions such as Sheffield college and All Saints school. For residents coming the other way, it provides direct access to workplaces, shops, cinemas, theatres and Hallam university. The bridge and station, as Mark Doel says, are

“part of the civic landscape”.

That landscape has recently been enhanced by the wonderful new South Street park, built with public money, which I was delighted to open in September. Footpaths come down the hill through the park and converge on the station bridge, providing the main route to the city for the communities that I mentioned.

The bridge was redeveloped as a main pedestrian route in 2002, as part of the £50 million redevelopment of the station and the adjacent Sheaf square. That redevelopment created the modern, accessible and award-winning station that we have today and the major pedestrian gateway to the city centre. Funding came from both the public and private sectors, with the city council, the passenger transport executive, Network Rail and the European Union all contributing.

That redevelopment not only transformed the station to give train passengers a fantastic first impression of our city, but crucially opened the bridge to more than 1 million people a year, at a cost of £7.5 million, giving pedestrians a safe and secure route to and from the city centre. Frank Abel, a pensioner, told me:

“I use the bridge several times a week walking into town…At all times of the day and evening there are people going up and down the new steps.”

Gavin Bateman said:

“I use the footbridge through the station daily and my daughters use it on a regular basis. It is my contention that there is not an acceptable alternative”.

As Viv Ratcliffe, who is wheelchair-dependent, asked me to point out:

“The bridge was built to integrate all aspects of transportation including pedestrians.”

The station is not just a pedestrian gateway, a transport hub and a place to catch a train, it is increasingly a destination in its own right. In 2009 the Sheffield Tap opened at the station, and it has won awards. It is a pub that has quickly become a firm favourite not only of the Campaign for Real Ale but of travellers and non-travellers. Its arrival and subsequent success perfectly demonstrate that the station is increasingly a community hub and, in my view, a model station. As Gareth Slater points out,

“removing the bridge will damage the passing trade of the shops”

that have been developed in the station.

I echo the words of former Virgin Trains chief executive, Chris Green, and the president of the Town and Country Planning Association, Sir Peter Hall, who wrote in the introduction to their report for the Government in 2009 on how to improve our railway stations:

“Stations are deeply entwined with their local community and effectively act as the gateway to both town and railway. They leave passengers with their lasting impressions of both.”

Sheffield station’s success is, however, entirely predicated on its being an open station, with pedestrian access right through it. When East Midlands Trains took over the management of the station in 2007 under a new franchise from the Department for Transport and signalled its intention to install ticket barriers across the bridge to tackle fare evasion, there was considerable local anger.

Ticket barriers will block pedestrian access through the station and close the bridge to all but train passengers. Since 2007, the Department for Transport has put pressure on EMT to install barriers, but I am pleased to say that, so far, it has been unsuccessful, not least because of a tremendous campaign against barriers led by the campaign group Residents Against Station Closure—RASC. For more than four years, it has thoughtfully and thoroughly pursued the issue through lobbying, campaigning and regular creative demonstrations. Indeed, this Friday its festive protest will involve seven Santas with their reindeer—[Hon. Members: “Are they real?”] I am not sure whether they are live reindeer, but that is the theme. They will cross the bridge and give out chocolate coins to children, as a reminder that public money built the bridge.

I have worked with RASC for most of the past four years, long before being elected to this place. I pay tribute to its members for their energy, leadership and ability to mobilise extraordinary support across the city and the political spectrum. They do not stand alone. In an online poll conducted by Sheffield council in 2009, 94% of people said that they opposed ticket barriers. All political parties in Sheffield, along with local schools, pensioners, neighbourhood and transport groups have signed up to oppose the barriers. Indeed, earlier this afternoon, the Deputy Prime Minister sent me a note, apologising for missing this, the second most important debate of the week, but saying that he

“continues to urge the DfT to come to a practical solution with the train company and Sheffield City Council which will allow pedestrians to continue to be able to use the bridge.”

Institutions that are key to the city’s economic and social fabric support the campaign to keep the bridge open, including the chamber of commerce, Hallam university, Sheffield college and Sheffield International Venues. They know that breaking up the city’s transport infrastructure is bad for business, and makes Sheffield a less attractive place in which to work, study, live and invest.

Furthermore, the £150 million scheme, which is transforming the iconic and grade II* listed Park Hill flats—the largest listed structure in Europe—creating 874 new apartments and breathing new life into this part of the city, will be cut off from the city centre if access across the bridge is denied. It is madness, and the Park Hill developer, Urban Splash, understandably shares my strong opposition to barriers.

Local opposition has been exacerbated by the use of heavy-handed tactics to close the bridge on occasion. East Midland Trains has randomly shut the bridge to pedestrians, as it did one morning in May 2009, and it introduced human ticket barriers in February 2010. When, in September 2010, it was faced with angry residents who wanted to cross the bridge that it had closed without notice, it called in British Transport police, who handed out 45 cautions.

Underlining all that is the refusal of the Department for Transport and East Midlands Trains to acknowledge that Sheffield station is not just where you catch a train—it is a key part of the lives of the local people.

[Angela Smith (Penistone and Stocksbridge) (Lab)]

My hon. Friend is making a good case for keeping the bridge barrier free. Is it not the case that people from all over the city, who work at places such as Sheffield Hallam could recently expect to get off the tram at the stop called “Sheffield Hallam” to access their place of work?

[Paul Blomfield]

My hon. Friend makes an important point. In stressing the communities that I represent in Norfolk Park and Park Hill, I do not want to underestimate the impact of closing the bridge on the wider city. That is a crucial tram stop, which is widely used by people coming to work during the day, people studying at Hallam university, and those coming to the cinemas and theatres in the evening. That bridge is crucial for them.

Before the Minister makes the point, I recognise that there is a problem with revenue loss, although attempts to gain accurate information on the scale of the problem have met brick walls. The Minister quantified it in a letter to me, at £2.3 million, only today, but we need more analysis. Fare evasion must be tackled, but barriers are not the one-size-fits-all answer that the Department for Transport seems to believe.

The problem of revenue loss lies with local services—main line services have cracked it through effective ticket checks on trains—but it is not simply deliberate fare evasion. I regularly travel on local services and it is often a challenge to pay. For example, I can join the train at an unstaffed station where I cannot buy a ticket.

The train companies could make much better efforts to collect fares, and on the busy trains, at peak times, when it can be difficult for ticket collectors, they could deploy staff on the platform. They could also install ticket machines at unstaffed stations. They could do a number of things. Barriers are the easy solution for the Department for Transport and the train companies, which are guilty—if hon. Members will forgive the pun—of tunnel vision, because they are ignoring the wider interests of the city. The station and its bridge were rebuilt with public money, so why are the needs of the public not being put first? Our taxes paid for the station improvements, yet the Department for Transport wants to relegate the needs of the public behind those of the train companies.

That raises important questions on future franchising arrangements and what control communities have and should have over our stations. The current franchise expires in 2015, and it is vital that the new round of tendering, which will begin in the next couple of years, takes into account local views, so that the DFT and franchisees are not locked into an agreement that will damage our city.

This issue emerged under the previous Government, but let me reflect on how they dealt with it. The Transport Secretary at the time, Lord Adonis, listened to local people and challenged the policy of his officials, who appear to be the driving force behind the move to barriers. He listened, he came to Sheffield, he looked at the position, he attended a meeting of RASC and he responded to their concerns by announcing a clear and unequivocal commitment that there would be no barriers at Sheffield unless pedestrian access was maintained.

I want to know why the current Government will not honour that commitment and look forward to the Minister’s remarks.

--- Later in debate ---

[Norman Baker]

Yes. My understanding was that the company was required to provide barriers, but I am looking to officials to see whether that is in fact the nuance of it. If there is any further information, I will give it to the hon. Gentleman before I finish my speech.

On ticket barriers—I want to talk about other aspects of the matter too, so the hon. Gentleman should not misinterpret what I say in the next few paragraphs—ticket gates are an efficient and proven method of significantly reducing ticketless travel and increasing rail revenue. That increased revenue has the effect of reducing the costs of the railways, as he will appreciate, for both taxpayers and rail passengers. As he will be aware, the cost of running the railways has increased by 60% in real terms since 1996-97. Sir Roy McNulty’s independent study estimates that UK rail costs are about 30% higher per passenger mile than those of our European competitors, so there is a big issue with general efficiency. Sir Roy McNulty’s study also goes on to state that the evidence suggests that

“the widespread introduction of gating at stations could reduce revenue lost through ticket evasion or the deliberate purchase of “wrong” tickets…The DfT data regarding rates of ticketless travel suggest it is about 12% in London compared with about 7% elsewhere.”

In addition, gated barriers at stations can bring a number of benefits to station users, rail passengers and the industry. Gates at stations are staffed when in use and therefore provide benefits to passengers in terms of safety and security through staff visibility. They also make it more difficult for non-ticket holders to access the railway, which potentially contributes to more enjoyable travel for fare-paying passengers.

The hon. Gentleman asked whether it was policy to require gating everywhere. I think it is a matter of horses for courses and each railway line and each station is different. It would not be sensible, for example, to install gating on very lightly used rural stations. That would be nonsensical in terms of the cost-benefit ratio. The Department and the train companies will estimate the likely consequence of not having a proper method to ensure ticketless travel is tackled—and I shall come to that in a moment—set against the cost of gating. He may be interested to know, for example, that I have recently required the installation of gating at Gatwick airport, a hole in the Southern network that has caused ticketless travel and been a magnet for those who wish to access the railway without paying.

[Angela Smith]

The point is, however, that as far as Sheffield is concerned, many of those found to be travelling without tickets boarded the trains at some of the rural stations to which the Minister has just referred. Clearly, as my hon. Friend the Member for Sheffield Central (Paul Blomfield) pointed out, the problem is that we have a scarcity of East Midlands Trains staff on the trains to ensure that people have paid for their tickets at stations further down the lines that serve Sheffield.

[Norman Baker]

Let me try to deal with the point about staff on trains. It is partly about franchise requirements—and, by the way, I am advised by officials that the barrier obligation is ongoing for East Midlands Trains, although alternatives would be considered if gating was not installed by a particular date, which I must say is an interesting franchise condition.

Members will appreciate that there is a significant cost to having staff on trains. Train companies employ revenue protection officers on a regular basis, but it is not possible—particularly on busy trains—to have any guarantee that the conductor, particularly when the train is busy and when there are frequent stops on the service, will be able to get through the train and check all the tickets. Indeed, the hon. Member for Sheffield Central said in his introduction that he is often unable to buy a ticket to travel on the train.

[Norman Baker]

I would not infer that at all. As I said a moment ago, if there are gates, staff are needed in case someone gets stuck in them. If the gates are unstaffed, they have to be left open. Gates are in fact a guarantee of staff on the station.

[Angela Smith]

The Minister mentions a problem with staff getting around to check all tickets on busy trains, but that underlines the fact that on the Penistone line, in particular, which runs into Sheffield station—it is a busy commuter route from Huddersfield and serves my constituents—we have a lack of capacity. So perhaps one answer is to have not just more staff on trains, but more trains.

[Norman Baker]

I entirely sympathise, but the hon. Lady makes a wider point, and I hope she notices that, notwithstanding our difficult economic situation and inheritance, we now have the biggest investment in railways since Victorian times, a commitment to improve rolling stock on several lines, an electrification programme that has extended way beyond what was originally anticipated and a tram-train pilot in Sheffield. There is a great deal of investment in transport, and any fair-minded person would look at the Government’s investment portfolio and conclude that, since May 2010, transport and, in particular, railways have done rather well.

The Chancellor’s growth statement included several roads that the hon. Lady may notice, but what was not picked up was that £1.4 billion extra is being allocated for rail, as against £1 billion for roads. So we are seeing massive investment in the railways, and that includes—[Interruption]—I wish she would not chunter in the background; I am trying to answer her questions—investment in rolling stock. There is a commitment to new rolling stock for the east coast main line and for the First Great Western line; new rolling stock is being introduced to the Thameslink programme; and we are continuing with our intention to bring in 2,700 new carriages.

I fully accept that we have a problem on the railways, in that more people than at any time since 1929 now travel by rail—if that is a problem—on a network that is between a half and two-thirds of the size it was in 1929. I call it a success in some ways, but it is called a problem in terms of its consequences. The public’s perception of their journey is also much more favourable than was the case even 10 or 15 years ago, and people now regard trains as safe, more punctual and more pleasant to use. That is a problem of success, so the inevitable consequence is that we have to follow people’s increased use of trains, which has largely been recession-resistant, and ensure that there are sufficient orders to pick up extra passengers.

One answer is to invest in high-speed rail, and, if the Secretary of State concludes when she makes her statement in due course that she wishes to pursue the Y-shape proposal, her decision will significantly benefit the Sheffield area, as well as everywhere else in the country. So I assure the hon. Member for Penistone and Stocksbridge (Angela Smith) that we are doing our best to ensure that there is real investment in carriages and infrastructure. That is quite a long answer to her point, but I hope it assures her that we take rail extremely seriously. Indeed, I would not be doing my job of lobbying within the Government if that were not the case, but I am happy to say that it is.

Let me return to the subject in hand. The welcome increase in the number of passengers using rail services in south Yorkshire—this point follows on from the one I have just made—has also brought problems that the Department is managing in conjunction with local stakeholders. For example, additional rail vehicles have been introduced to provide more capacity. Unmanned local stations are cheap to operate and improve access to rail services, but that does not make it any easier for on-train staff to collect and issue more tickets on board busy trains. Sheffield, as I have mentioned, has a particularly high level of ticketless travel.

Oral Answers to Questions

Angela Smith Excerpts

Thursday 10th November 2011 Commons Chamber

[Justine Greening]

My hon. Friend is right to point out that the rail industry can raise its game. In fact, it is significantly better prepared for this winter than previous ones. Actions are being taken, through investment in rail and in carriages, to make sure that snow and ice does not stop on the tracks. There is also better investment in clearing snow and in managing the situation in terms of passenger information, which is critical. I know that that is something that his franchise operator has focused on.

[Angela Smith (Penistone and Stocksbridge) (Lab)]

9. What progress she has made on improving access to bus services in rural areas; and if she will make a statement.

[The Parliamentary Under-Secretary of State for Transport (Norman Baker)]

The provision of bus services in rural areas, as in urban areas, is predominantly a matter for commercial operators and for local authorities. However, I recently provided £10 million of extra funding to local councils to help to develop community transport in their areas.

[Angela Smith]

Does the Minister accept that the equivalent of Beeching is going on in rural bus services, made in Whitehall and about which the national Government are doing nothing other than passing the buck to local authorities?

[Norman Baker]

No, I do not accept that. Almost four out of five bus services are provided commercially as opposed to being subsidised by local councils. So far there have been no cuts at all to support from central Government for those services. The BSOG—bus service operators grant—cut will come in next April. The performance of local authorities up and down the country is very varied. If she looks at East Riding, which is not very far from her, she will find that the Beeching cuts to which she refers are certainly not occurring there or in many other councils. Many councils are protecting bus services; some are not.

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[Lynne Featherstone]

We have an inter-ministerial group on violence against women and girls, to which the Department for Education sends a Minister. As the hon. Lady knows, issues relating to forced marriage are principally, though not exclusively, explored within personal, social and health education. The Department for Education continues to work closely with other Departments, and it reports to us in the inter-ministerial group.

[Angela Smith (Penistone and Stocksbridge) (Lab)]

3. What steps she is taking to tackle hate crime.

[The Minister for Equalities (Lynne Featherstone)]

Tackling hate crime is an issue that the Government take extremely seriously, and we are committed to doing more to support and protect victims. We are meeting the coalition commitment to improve the recording of such crimes, and working with the police and other partners to encourage more victims to come forward. We are also working with the Government’s independent advisory group to develop an action plan on tackling all forms of hate crime.

[Angela Smith]

Next week is anti-bullying week. What is the Minister going to do to tackle homophobic bullying in schools?

[Lynne Featherstone]

We take all bullying very seriously, including homophobic and transgender bullying. The Department of Health has issued new guidelines on bullying that are much more condensed and to the point. Also, Ofsted has now included behaviours in its inspection regime. The hon. Lady is right: this is an appalling form of hate crime, and we are dealing with it.

High Speed 2

Angela Smith Excerpts

Thursday 13th October 2011 Commons Chamber

[Andrea Leadsom]

I want to make one further point before giving way again.

On HS2’s green credentials, HS2 itself admits that at best the project is carbon neutral. That leaves me pondering whether £32 billion of taxpayers’ money spent on a project that essentially only cures the capacity problems on the west coast main line is good value for money. It blatantly is not. I am not alone in thinking that. Organisations including the RAC Foundation, the Institute of Economic Affairs and the TaxPayers Alliance seriously challenge the business case for HS2.

[Angela Smith (Penistone and Stocksbridge) (Lab)]

London’s Crossrail was given the go-ahead by this House on a consensual basis. Surely what is good enough for London is good enough for the rest of the country?

[Andrea Leadsom]

I am glad the hon. Lady raises that point, because it is ludicrous nonsense. Anybody who has any knowledge whatever of assessing such projects and making sure they offer value for money would say it is nonsense. This is not our money; it is the taxpayers’ money and it belongs to the country. We should not spend money on HS2 on the grounds that we did so for Crossrail. That is just nonsense.

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[Tony Baldry]

Of course, and as one of those who argued strongly that the Select Committee should undertake the inquiry, I have absolutely no doubt that the Committee will deal with the issues with great diligence. I am sure that the House looks forward to debating the Committee’s report and the Government’s response to it. I hope that the debate can take place here in the main Chamber, and not in Westminster Hall, which is where such debates are often held.

As the hon. Lady says, clearly one of the issues that the Committee has to look at is the business case. A considerable sum is being spent, and of course the money spent on HS2 will not be available for investment elsewhere in rail infrastructure; £30 billion is a very substantial amount, and we all need to be confident that the business case will stack up. Conservative Members who entered the House when Margaret Thatcher was Prime Minister, as I did, always had a very high regard for the advice of the Institute of Economic Affairs. Over the years, it has readily embraced new ideas, so it is sobering that its verdict on HS2 is that

“There is a significant risk that High Speed 2…will become the latest in a long series of government big-project disasters”.

The business case for HS2 appears to be based on a number of assertions, such as people do not work on trains. I hope that the Select Committee will investigate those assertions. I understand that there are suggestions in official documents that the effect of HS2 will be to benefit London and the south, in terms of jobs and growth, rather than cities such as Manchester and Leeds. The contribution of the hon. Member for Coventry North West (Mr Robinson) demonstrates that many Members representing inner cities are concerned about the differential regional impacts of HS2. I hope that the Select Committee will call for and examine those papers, as it is in a better position than most of us to challenge and evaluate the evidence on HS2.

[Angela Smith]

The Northern Way did a lot of work on this and pointed out that the economic benefit of HS2 would be as great for the north as it would be for London and the south east. The key point is that the economic benefit is the sum of the whole and that UK plc will be the beneficiary. The other important point about HS2 is that it will help to rebalance the economy.

[Tony Baldry]

It is really important, for the benefit of the whole House, that the Select Committee should consider all these issues. None of us has had the benefit of hearing all the evidence and there is a slight danger—as with liquorice allsorts—that Members will pick only the evidence they want. If we as a nation are to spend £30 billion, I am concerned that it should be money well spent. I am sure that the Committee will diligently consider all the evidence and report back to the House. The hon. Lady represents a Manchester constituency—[Interruption.] I apologise. She represents a Sheffield constituency—[Interruption.] Well, it is a Yorkshire constituency. She clearly has a preconceived view that HS2 will somehow benefit her constituents. I hope that she will reflect on all the evidence submitted to the Committee. She shakes her head. I hope that she will not dismiss it and that the whole House will have the opportunity to consider the matter in the round.

Even if the nation’s finances start to improve substantially after 2015, as we all hope they will, £30 billion is still a very substantial sum. We have a collective duty to ensure that such a significant sum is spent in the best possible way. My concern is that the project started very much as a vanity project. The previous Prime Minister, the right hon. Member for Kirkcaldy and Cowdenbeath (Mr Brown), went up to Birmingham before the general election to announce the project in the hope that it would win him a few votes there. I simply do not think that that is a good way to start such a massive project.

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[Hugh Bayley (York Central) (Lab)]

I warmly welcomed the proposal for the High Speed 2 Y route when it was first introduced by Lord Adonis, and I congratulate the coalition Government on committing to the project. To be frank, today we have heard a lot of “economic” arguments presented by people who are really making political points about their constituency.

I say to the Government that some economic studies, such as that by PricewaterhouseCoopers, suggest that within three years of completion, the Government will be able to recoup their entire investment plus an extra £6 billion or £7 billion by passing the railway on to the private sector, but there are other economic cases that say exactly the opposite. Instead of clutching at straws, the Government have an obligation to come up with some sensible costings that are convincing.

I grew up in the Chilterns, and I understand the arguments that people from that region are making, but as someone who has not lived there for decades—I live in Yorkshire in the north of England—I have to say that the argument going on within the Conservative party about its heart and soul will be read as a debate between, on the one hand, one-nation Tories who want to invest in the future of the whole country and link it through new, modern, infrastructure, and, on the other, short-sighted southerners who frankly could not care less whether a railway goes beyond their county.

[Angela Smith]

I am still traumatised about having been described as a Manchester MP, because of course I represent a seat on the right side of the Pennines. The important point that my hon. Friend makes is that HS2 will help to bring the economies of the UK closer together. It will bring labour markets and businesses closer, and in that sense it is a catalyst for economic change and development. The points about economic cost are completely erroneous, and rather short-sighted and conservative.

[Hugh Bayley]

My hon. Friend has been a great champion of improving the rail infrastructure in Yorkshire and the north of England, and for connecting the north to jobs and markets in the south of England. We as British citizens have every bit as much right to be connected to our country’s capital—and, through the capital, to Europe—as people living in the south of the country.