High Speed Rail (Preparation) Bill

Barry Sheerman Excerpts

Wednesday 26th June 2013 Commons Chamber

[Frank Dobson]

The right hon. Lady is absolutely right. Recently, HS2 Ltd has been forced to confess that it underestimated the cost of the works at Euston by no less than 40%. We have been asked to write a blank cheque for people who underestimate costs by 40%. On top of that, HS2 Ltd admits that it has to rebuild or strengthen cuttings, embankments and bridges on the north London line and the main line. Originally, it denied that that would be necessary, so it did not provide for it in the initial costings. I remind Members that those costs have soared while HS2 is still at a desk-study stage. God knows what will happen when people get round to practical work on the site.

[Mr Barry Sheerman (Huddersfield) (Lab/Co-op)]

Is my right hon. Friend aware that last week, the New Economics Foundation produced the third independent evaluation of the project, saying that there was real doubt about its viability and what it would do for northern cities?

[Frank Dobson]

I cannot possibly disagree with my hon. Friend. In theory, a million years ago, I got a degree in economics, and I have reached the stage where I can usually work out when someone is talking drivel. When I heard the Government’s cost estimates, I think I understood they were talking drivel.

Does anyone in the House really believe that the line will be completed by 2026? I was going to offer a bet against completion by then, but I suspect that the final completion date is so far in the future that I am unlikely to be around to collect my winnings, which brings me to compensation and mitigation.

At present, HS2 Ltd intends that people and businesses in our area should receive lower compensation, lower standards of protection and inferior mitigation measures. There is no excuse for that treatment of a settled residential and business community. Local council tenants, right-to-buy leaseholders, private tenants, leaseholders and owner-occupiers should be no worse off as a result of the project, which is being carried out, apparently, in the national interest. They must be found new homes that meet their needs, and without any detriment to the terms and conditions of their tenure.

The same approach should apply to businesses. Restaurants and small shops in Drummond street depend on passing trade to Euston station for up to 70% of their business, but HS2 Ltd proposes that for 10 years, they should be cut off from the station by a barrier that will be higher than the Berlin wall. What is worse, it is proposed that they would not receive any compensation at all. May I tell Government Members, who always say that they are speaking up on behalf of small businesses, that if they do not do something to prevent that wickedness, they will let down some small businesses? The same non-compensation rules will apply in Camden Town.

The Government must reconsider the project. Is it really the best use of a scarce £17 billion if we want to improve our creaking transport system? Even if it is, would not the London terminus be better sited at Old Oak Common which, unlike Euston, is on the Heathrow Express route and will be on Crossrail? It would be welcome there, and studies show that if people got off Crossrail at Old Oak Common, only 4% of London underground stations would take longer to reach than if they went to Euston. The stations that would take longer to reach are Euston Square, Regent’s Park, Mornington Crescent and King’s Cross St Pancras, so there is no disadvantage. If this goes ahead, most sensible travellers will get off at Old Oak Common anyway, whatever anybody says.

Finally, if it is decided to go ahead, I hope there will be agreement across the Chamber that there should be a special made-to-measure compensation and mitigation scheme for the whole length of HS2 and all the residents and businesses affected by it. It should be as generous as the Secretary of State promised, and I do not doubt the integrity of the Secretary of State.

I also have to say this: in all the years that I have dealt with public and private bodies, I have never come across an outfit as stupid, incompetent and incapable of even delivering letters as the people at present running HS2, and if I were in favour of the project, I would get someone else to do it.

[Mr Alan Reid (Argyll and Bute) (LD)]

I very much welcome the Bill. It is an important stage in implementing a promise from the Liberal Democrat manifesto. The Bill gives the Secretary of State the power, subject to the approval of the Treasury, to incur expenditure in preparation for the high-speed rail network. The language used in the Bill is open-ended because it states that this expenditure must include at least rail lines connecting London, Birmingham, the east midlands, Sheffield, Leeds and Manchester, and which connect with the existing rail network. The “at least” phrase means that the HS2 expenditure being approved under the Bill is not limited to the cities and regions mentioned, but prepares the way for further extension of HS2 in the future.

This is in line with the Government’s wish to work with the Scottish Government on this issue, with the aim of having a third phase to connect the high-speed link on from Manchester to Glasgow and Edinburgh. By enhancing connectivity between Britain’s large cities, HS2 will make investment in the regions outside London and the south-east far more attractive. This is vital if we are to help rebalance the UK economy and increase jobs and growth. HS2 will underpin the delivery of at least 100,000 jobs, and hopefully far more.

It is estimated that HS2 will transfer approximately 9 million journeys from road to rail and 4.5 million from air to rail. This will ease road congestion and reduce some of the pressure on our airports, allowing our economy to grow in an environmentally friendly manner. Passenger demand is expected to grow and if we do nothing, it is anticipated that the west coast main line will reach full capacity during the next 15 years. High-speed rail provides the best possible option to cope with ever-rising passenger demand and to ensure that we have sufficient future capacity to satisfy the needs of the UK economy.

HS2 will also help to free up capacity on the existing rail network, in particular the west coast main line. As well as improving services for passengers, it will free up capacity for more freight on the railways. HS2 will radically shorten journey times between London, the midlands and the north of England and Scotland. For example, it will shorten the journey time between London and Edinburgh by 45 minutes. That is after phase 2 is completed and without waiting for phase 3.

[Mr Sheerman]

Has the hon. Gentleman seen some of the research that shows that rather than strengthening the provincial cities, HS2 will reinforce the power and influence of London and do the absolute opposite of what most people thought it would do?

[Mr Reid]

I have seen some of that analysis, but I disagree with it. All the past experience is that by connecting cities, we bring jobs and growth to both ends of the network. Our Victorian predecessors had great vision. No doubt there were people in those days who said, “This will all be a waste of money. Rail will never take off”, but experience shows that when we connect up people and cities, we create more jobs at both ends of the network.

It is important to point out to the Scottish National party, whose Members have departed and have not bothered to stay for the full debate, that it does not matter where the railway line starts—whether at the London end or the Scotland end. The journey time cut by each mile of track is the same, no matter which end one starts from. Were the SNP’s plans for the referendum to come to fruition and Scotland and England became separate countries, I cannot see a UK Government building the line any further than Manchester, whereas if Scotland remains part of the United Kingdom, I am confident that we will, in time, see high-speed rail all the way from London to Glasgow and Edinburgh.

It is important to point out that other countries, such as Germany, Japan and China, have already invested heavily in high-speed rail and have several rail connections that are much faster than ours. The United States also has plans to develop a high-speed rail network. If we do not go ahead with HS2, there is a great danger that the UK will fall behind our international competitors. We must make plans to meet future passenger demand, provide more capacity and cut train journey times for millions of passengers. The railway lines between our major cities are overcrowded and far slower than they should be.

I believe that the case for HS2 is clear and overwhelming. It will bring much economic development, delivered in an environmentally sustainable manner. The Bill is an important step towards delivering a vital high-speed rail network and I urge the House to support it tonight.

[Mr Roger Godsiff (Birmingham, Hall Green) (Lab)]

Two acts of monumental folly have been imposed on the railway industry over the past 50 years. The first, back in 1963, was the Beeching report, which led to the butchering of lines linking communities across the UK. Indeed, one consequence of Beeching is highly relevant to today’s debate, because one of the lines he closed was the Great Central line, which ran from London to Sheffield and Manchester. Were it still in operation, I suggest that we would be debating whether to spend money upgrading it, rather than committing £17 billion, rising to £32 billion, on High Speed 2, for which the infrastructure work will not even begin until 2017.

The second act of monumental folly, of course, was the decision in the 1990s to privatise the railways, something that even Mrs Thatcher steered clear of. She had the good sense to realise that it is not possible to privatise a railway system and divorce the operating companies from the infrastructure. As we all know, privatisation has brought no benefit whatsoever for the consumer. The subsidies now paid to train operating companies are double what they were pro rata when British Rail ceased to exist. The Secretary of State was a little reluctant to answer when asked what the subsidy is. Well, I will help him out: £2.6 billion a year is spent subsidising a railway system that is not fit for purpose.

I would have hoped that the Secretary of State and his colleagues would not bring to the Chamber today something that I believe will be yet another act of folly imposed on the railway industry, particularly in view of all the information that has come out over the past two years as the economic case for HS2 has unravelled. Regrettably, that appears not to be the case.

Reference has already been made to the National Audit Office report, but the comments made in it should be repeated again and again, not least the fact that it estimates that there is already a £3.3 billion funding shortfall, a figure that has just been glossed over as far as London is concerned, as my right hon. Friend the Member for Holborn and St Pancras (Frank Dobson) said. Indeed, the Chair of the Public Accounts Committee has said that the Government’s business case is “farcical” and

“clearly not up to scratch”.

Furthermore, she said that some of the Department’s assumptions were “ludicrous”. I am talking about the National Audit Office and the Chair of the Public Accounts Committee, yet we have been told again and again today that the figures do stack up.

[Mr Sheerman]

Has my hon. Friend looked at the really interesting French research showing the deleterious effects on the provincial cities of France as the French rapid trains were introduced? It drove those cities into penury.

[Mr Godsiff]

I have. As my hon. Friend said earlier, there is a report that makes just that point—that such projects do not spread wealth, but quite the contrary.

Oral Answers to Questions

Barry Sheerman Excerpts

Thursday 25th April 2013 Commons Chamber

[Mr Burns]

I am afraid that the premise of the shadow Secretary of State’s question is factually incorrect and misguided. The reason we are moving the east coast main line back to a franchise is exactly the same—[Interruption.] The hon. Lady should stop chuntering.

[Mr Barry Sheerman (Huddersfield) (Lab/Co-op)]

Answer the question.

[Mr Burns]

I am answering the question. The reason why we are moving the line back to a franchise is exactly the same as why the shadow Secretary of State’s right honourable friend Lord Adonis was going to do it when he said:

“I do not believe that it would be in the public interest for us to have a nationalised train operating company indefinitely”.—[Official Report, House of Lords, 1 July 2009; Vol. 712, c. 232.]

Nor do we, and that is why we are ending it.

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[The Minister of State, Department for Transport (Mr Simon Burns)]

As my hon. Friend says, there is considerable interest in upgrading the rolling stock in East Anglia, and of course I have a particular interest too. My ministerial colleagues—I stress that—are currently considering what might be included in the specification for the interim franchise that will run to 2016, and our priority is, as always, improving passenger satisfaction as well as obtaining value for money for the taxpayer.

[Mr Barry Sheerman (Huddersfield) (Lab/Co-op)]

May I press the Secretary of State to provide me some evidence? I started off as a supporter of HS2. I attended a seminar in this House this week that predicted that it would cost £50 billion. What is the evidence that this will be a good investment for the towns and cities of the midlands and the north?

[Mr McLoughlin]

I am sorry that the hon. Gentleman seems to be questioning this. People do inflate figures. I believe that the figures, with which I have been very open with the House, remain as the figures. I believe the changes that HS2 will bring—the first new railway line built north of London in 120 years—will provide an important impetus for economic growth for the United Kingdom.

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The Leader of the House was asked—

[Mr Barry Sheerman (Huddersfield) (Lab/Co-op)]

5. What steps he is taking to ensure that the House of Commons facilitates the highest level of support to enable hon. Members to represent their constituents effectively.

[The Deputy Leader of the House of Commons (Tom Brake)]

My right hon. Friend the Leader of the House continues to work closely with colleagues on the House of Commons Commission to ensure that Members are fully supported by excellent staff and have the necessary facilities to carry out their duties effectively. As the hon. Gentleman will be aware, responsibility for day-to-day pay and allowances, including pay for MPs’ staff, is now a matter for the Independent Parliamentary Standards Authority.

[Mr Sheerman]

I have raised this matter here before with the Leader of the House. The fact is that there is something deeply wrong with the way in which the House of Commons is being run at the moment. Many Members are dissatisfied with the withdrawal of many services across the piece, in Portcullis House and elsewhere. We also know that the good staff who serve us in our daily work and who do such a good job are totally disillusioned with the way in which this place is being managed. There is a management ethos that this place should be run as a business, but it is not a business. Because of the sittings and the hours, it can never be run as a business, so let us get back to its being run by dedicated staff who should be well treated and well looked after. We must ensure that we look after them because it is essential that we should be able to do our job for our constituents and for our country.

[Tom Brake]

I certainly agree that the House has excellent staff, and we should do everything we can to ensure that they continue to work effectively on our behalf. If the hon. Gentleman has concerns about a specific aspect of staffing, he might find it appropriate to raise the matter with the House of Commons Commission, from which I am sure he will get a suitably informed response.

Oral Answers to Questions

Barry Sheerman Excerpts

Thursday 28th February 2013 Commons Chamber

[Norman Baker]

I welcome the hon. Gentleman’s support and that of his constituents for what the coalition Government is doing. Following on from the document “Signing the Way”, which I launched in October 2011, we have provided every English authority with a traffic sign authorisation to use speed limit repeater signs in place of physical measures in 20 mph zones, and that will reduce the costs for local authorities in Northamptonshire and elsewhere. This authorisation also enables local authorities to place advisory part-time 20 mph speed limit signs in the vicinity of schools without the need for central Government approval. Councils can also now use roundels on the road to replace some upright signs.

[Mr Barry Sheerman (Huddersfield) (Lab/Co-op)]

Many of us involved in transport safety welcome the ability to have 20 mph limits, but if they are not done in the context of targets for national performance, they will come to nothing in terms of reducing terrible road casualties, which are rising steadily in this country. Most other progressive transport safety countries have targets and they work. Why is the Minister abandoning them?

[Norman Baker]

If I may say so, the important thing is the measures we take to make roads safer, rather than the arbitrary targets that the hon. Gentleman seeks to introduce. The Secretary of State has made plain, since his appointment to office, the significant importance that he attaches to road safety, and that runs through the Department.

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[John Thurso]

I am grateful to my hon. Friend for that suggestion, and I am sure that we will want to act on it. I pay tribute to Mr Speaker’s scheme for internships and the other schemes of this order, all of which help to get young people into employment from diverse backgrounds throughout the House.

[Mr Barry Sheerman (Huddersfield) (Lab/Co-op)]

May I push the hon. Gentleman? I do not want to be rude to him, but that was a bit of a pathetic response. The House employs a lot of people. We should demand of the supply chain to this House not only good pure food but that our suppliers employ a fair number of apprentices. I have often criticised the management of the House. It is not sharp enough. More apprentices, and let us have them now please.

[John Thurso]

The hon. Gentleman makes an extremely good point. However, there are difficulties, namely, that most of the procurement that takes place in the House is subject to regulations, particularly European contracting regulations, which mean that one may express desires, but one is not always able to impose. I assure the hon. Gentleman that the House authorities are committed to providing apprenticeships, paid internships, and encouragement for young people from all backgrounds into good employment wherever they can.

Oral Answers to Questions

Barry Sheerman Excerpts

Thursday 29th November 2012 Commons Chamber

[Norman Baker]

That, if I may say so, is a churlish interpretation of what the Government has done, which is to put enormous effort into improving cycling and progressing all the recommendations of The Times Cities Fit for Cycling campaign, which I very much welcome. It is perhaps worth noting that there was a huge backlog of important cycling interventions that we inherited when we took office and we are progressing well to deal with those.

[Mr Barry Sheerman (Huddersfield) (Lab/Co-op)]

The Minister may know of the all-party group that I started in the early 1980s called PACTS—the parliamentary advisory council for transport safety—which organised the seatbelt legislation. We had the annual Westminster lecture, the 23rd, last night at which Jeanne Breen vigorously said that we are not going to get cycling deaths down and there will be a rising level of road accidents because this Government have given up targets.

Cycling Safety

Barry Sheerman Excerpts

Wednesday 21st November 2012 Westminster Hall

[Alok Sharma]

Of course. I agree with my hon. Friend. The Government have made additional moneys available to the £600 million sustainability fund, to which I will return. Funding is right, and it is one aspect of ensuring that we have a road infrastructure that works for everyone.

To return to the issue of children and cycling safety, if there is a perception among the young as well as adults that being on a road is dangerous, it is a serious deterrent to cycling, which is particularly bad news. The latest statistics from the Department for Transport are concerning. In the year ending June 2012, the number of pedal cyclists killed or seriously injured on our roads increased by 9% compared with the previous year, and so far this calendar year, 108 cyclists have been tragically killed in the UK. The total for 2011 was 107. More than 3,000 people were seriously injured on UK roads while riding a bike last year, a 16% increase in the number of reported serious injuries to cyclists.

It is absolutely clear that more must be done to improve conditions for cyclists on our roads. Cycling organisations such as British Cycling have been calling on the Government to put cycling at the heart of transport policy to ensure that cycle safety is built into the design of all new roads, junctions and transport projects. I absolutely endorse that view. In the 21st century, we must plan for and ultimately have a transport infrastructure that is safe and fit for purpose for all users: drivers, pedestrians, commuters and cyclists.

In recent years, there have been a number of campaigns to improve safety for cyclists. One of the latest, launched in February this year, is The Times newspaper’s Cities Fit for Cycling campaign, which involved the publication of an eight-point manifesto. The campaign, which has attracted cross-party support, was launched by The Times after one of its reporters, Mary Bowers, sustained serious injuries in a collision with a lorry while cycling to work. It is an excellent campaign that has provided an impetus for a continued focus on road safety for cyclists. It is also helping provide funding for the all-party group’s report, which will be published next year.

I know that Members present will be familiar with the eight-point manifesto, but I will set it out again for the record. The Cities Fit for Cycling campaign calls for heavy goods vehicles entering city centres to be fitted with sensors, audible turning alarms, extra mirrors and safety bars; identification of the 500 most dangerous road junctions, and their redesign or fitting with priority traffic lights and Trixi mirrors; a national audit of cycling; the earmarking of 2% of the Highways Agency’s annual budget for next-generation cycle routes; improved training of cyclists and drivers, including making cycle safety a core part of the driving test; a mandatory default speed limit of 20 mph in residential areas where there are no cycle lanes; invitations to businesses to sponsor cycle schemes, as has happened in London; and the appointment of a cycling commissioner in every city.

My hon. Friend the Member for Cambridge (Dr Huppert), co-chairman of the all-party parliamentary group on cycling, who unfortunately could not be here, secured a debate in February relating to the campaign. It was incredibly well attended, and I know that some Members present today also contributed to that debate. In his response to that debate, the Under-Secretary of State for Transport, my hon. Friend the Member for Lewes (Norman Baker) set out the Government’s thoughts at the time on the campaign’s manifesto points. On the first point, my hon. Friend responded that his Department was involved in discussions at European level about improving standards for heavy goods vehicles to help reduce accidents. I would be grateful if the Minister responding to this debate, my hon. Friend the Member for Wimbledon (Stephen Hammond), updated us on any progress in those European discussions.

On the second manifesto point, my hon. Friend the Member for Lewes noted that he had already given all local authorities in England the authority to install Trixi mirrors as and where they deem it appropriate. Again, it would be useful if the Minister provided us with any statistics his Department may have on the number of Trixi mirrors installed by local authorities over the past six months.

On the third point, relating to a national audit of cycling, my hon. Friend the Member for Lewes explained that his Department had commissioned a new question in the Sport England active people survey, to provide more detailed information on cycling at local level. I was pleased that in August the Department published for the first time ever local authority data on cycling, based on responses to the active people survey. I hope that the Minister will tell us how often he expects these data to be published, so that we can start to gauge the trend in cycling across individual local authorities. This should, over time, prove to be a powerful tool in helping to focus on which authorities are good at encouraging cycling and which need to try harder.

Regarding the earmarking of 2% of the Highway Agency’s annual budget for next generation cycle routes, my hon. Friend the Member for Lewes was understandably hesitant about adopting a specific figure, but mentioned that the Department was undertaking a stocktake of Highway Agency routes to consider what might be possible in future. Perhaps my hon. Friend the Minister has an update on that stocktake and what this may mean for improved cycle routes.

[Mr Barry Sheerman (Huddersfield) (Lab/Co-op)]

The hon. Gentleman might know that I am chairman of the Parliamentary Advisory Council for Transport Safety. Will he include in that stocktake the fact that we must go back to having targets for accident reduction, whether in respect of cyclists or other category of road user, including pedestrians? We have in the past two years renounced targets, but we know that if there are no targets across Europe casualties start to increase. Will he make a plea in his speech for getting back to targets, so that we can get accident reduction for cyclists and other road users?

[Alok Sharma (Reading West) (Con)]

The hon. Gentleman has eloquently put on the record his views on targets. I am sure that the Minister will give us his thoughts, and those of his Department, on that point.

On improving training for cyclists and motorists, my hon. Friend the Member for Lewes also talked about the work of the Department’s Bikeability initiative, among other matters, as well as noting that he had established a cycle safety sub-committee of the stakeholder forum. I understand that my hon. Friend the Minister has in recent weeks led his Department’s THINK! Cyclist campaign. I am grateful for the work that he is doing to improve road safety, but it would be useful to have some feedback on, and his view of, the work of the new safety sub-committee.

With regard to the sixth issue in The Times’ campaign—the 20 mph speed limit— my hon. Friend the Member for Lewes noted in February that he had already taken action to make it easier for local authorities to introduce 20 mph zones and a 20 mph limit. Does my hon. Friend the Minister have any update on the number of new 20 mph zones introduced in the past 12 months by local authorities? If he has, I hope that he will provide that in his response.

The Times’ campaign’s seventh manifesto point relates to encouraging businesses to follow the lead of Barclays in London and back cycling schemes and initiatives. There is universal support in the House for this idea. My hon. Friend the Member for Lewes said that his Department would send out the message to encourage this. Will the Minister update us on whether the Department has had any traction in this respect with other potential business sponsors?

The manifesto’s final point calls on every city to appoint a cycling commissioner to champion cycling-friendly reforms. Clearly, this is a matter for local authorities, but I understand that my hon. Friend the Member for Lewes wrote earlier in the year to the leaders and chief executives of each council across England, encouraging them to consider whether someone in their organisation should take a lead role on cycling. I hope that my hon. Friend the Minister provides some feedback on the responses that he has received and on the number of local authorities that have appointed a cycling champion.

I have asked my hon. Friend to respond to a range of issues, but I also want to put on the record that I know, having talked to him, that he is committed to improving road safety for cyclists. His Department has provided £600 million through the local sustainable transport fund to support local authorities in their use of transport to lever growth and cut carbon locally. Many of the 96 projects have a cycling element. My hon. Friend the Member for Gillingham and Rainham (Rehman Chishti) mentioned a number of other funding streams that have come on line from the Department and I am sure that the Minister will give us a full view on everything that his Department is doing to provide further funding to help cycling and cyclists.

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[Alok Sharma]

The hon. Gentleman makes a good point and he makes it passionately. It is vital that we see a reduction in injuries and fatalities not only for children but for adults. I will come to the 2004 private Member’s Bill, but we have moved on since then, because there is more evidence. As I said at the start of the debate, however, there is clearly a chasm between those who believe that wearing helmets should be mandatory and those who do not.

Members might remember a few weeks ago when Bradley Wiggins tweeted on the subject. In my view, he is an absolute god, but even Bradley Wiggins came in for quite a lot of stick, and he of course then made further statements about his views on the compulsory wearing of helmets. Yet we cannot get away from the fact that wearing helmets saves lives and cuts down on injuries.

[Mr Sheerman]

Is the hon. Gentleman aware that when we organised the seat belt legislation some 28 years ago, a passionate group attacked us for undermining individual liberty? Many made the argument that wearing seat belts would make people drive faster and therefore kill more people. The proud record is that we have saved many lives over that 25 years.

[Alok Sharma]

The hon. Gentleman makes a very good point, and I will come on to that. That Bill eventually became law because of the courage of Members in the House at the time, and it is now second nature for us to wear seat belts. There is no question but that wearing seat belts saves lives, and there is no kind of negative impact.

West Coast Main Line

Barry Sheerman Excerpts

Monday 15th October 2012 Commons Chamber

[Mr McLoughlin]

Franchising gives hon. Members from all constituencies an ideal opportunity to feed into the process to say how they want services to improve; and where that can be done, it should be done. I am certainly willing to meet a delegation led by my hon. Friend.

[Mr Barry Sheerman (Huddersfield) (Lab/Co-op)]

Does the Secretary of State agree that the inquiry we really want is to have, say, the Public Accounts Committee look at all this, because it is far more important than just the chaos surrounding this particular contract? Right across Government, we see this incompetence in procurement time and again. Whether it is about the churn of Ministers or the churn of civil servants that we are all familiar with, there is something deeply rotten in the way that we run government in this country.

[Mr McLoughlin]

I think I need to pause before I respond to that question. The hon. Gentleman talks about the churn of Ministers under this Government, but he should look at the churn of Ministers in this Department under the previous Government, which was fairly substantial; I think that the former right hon. Member for Ashfield lasted eight months. As for what the Public Accounts Committee might look into, I have been in this House long enough to know not to tell any Select Committee what it might or might not look into.

Rail Fares

Barry Sheerman Excerpts

Wednesday 5th September 2012 Commons Chamber

[Maria Eagle]

I agree that there is a strong case for having a public sector comparator, at least when looking at franchising. That is how the current system operates.

[Mr Barry Sheerman (Huddersfield) (Lab/Co-op)]

Will my hon. Friend take it from me, as a Yorkshire Member, that these are extremely important issues? I am pleased that we have a Yorkshire MP as the new Transport Secretary—that is some consolation—but the east coast and west coast lines are vital to economic regeneration in Yorkshire and the north west. If we do not get it right, we will starve UK businesses in the regions.

[Maria Eagle]

My hon. Friend makes a strong point, even if his definition of Yorkshire is larger than everybody else’s. As somebody who was born in Bridlington, however, I understand that Yorkshire can be larger than one might think from looking at a map.

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[Mr McLoughlin]

I should be delighted to meet my hon. Friend and the colleagues whom she wishes to bring to see me. As I have said, a huge number of people rely on commuting, particularly in areas such as Kent, and that is very expensive for them. I shall be more than happy to arrange a meeting in the not-too-distant future.

[Mr Sheerman]

Will the Secretary of State give way?

[Mr McLoughlin]

I am slightly conscious of the time.

[Mr Sheerman]

May I just apologise quickly?

[Mr McLoughlin]

There is a first time for everything. In fact, I think the hon. Gentleman has already apologised, but perhaps he now wants to say something else.

[Mr Sheerman]

I wanted to apologise for suggesting earlier that the Secretary of State was a Yorkshireman, but may I also make a serious point? People in my constituency of Huddersfield, and in west Yorkshire generally, are finding it increasingly difficult to afford the fares for journeys to this city, where much of their business lies.

[Mr McLoughlin]

I am sorry. I missed the point that the hon. Gentleman was making.

[Mr Sheerman]

Business people in Yorkshire have to come here to do business, but the rate at which the fares are increasing is making it very difficult for them to afford to do so.

Rail Investment

Barry Sheerman Excerpts

Monday 16th July 2012 Commons Chamber

[Justine Greening]

I will make sure that that is done. My hon. Friend will see huge swathes of the network being newly electrified and pockets of growth in our key cities where we are now meeting demand.

[Mr Barry Sheerman (Huddersfield) (Lab/Co-op)]

The Secretary of State should be congratulated on any investment for our country, for the Yorkshire region, for the northern hub and for Huddersfield, but according to the classic economic theory of Keynes, this country is in a deep recession, and we need this investment now, not in two years’ time.

Oral Answers to Questions

Barry Sheerman Excerpts

Thursday 19th April 2012 Commons Chamber

[Justine Greening]

I recognise that Birmingham airport has a crucial role to play and, as my hon. Friend will be aware, the Birmingham interchange station will enable it to be much better connected than it is at present. Birmingham airport already has planning approval for a runway extension, which should allow for the operation of airline services to more long-haul destinations. Even in the short term, there is a real opportunity for Birmingham airport to expand.

[Mr Barry Sheerman (Huddersfield) (Lab/Co-op)]

May I urge the Secretary of State to readjust her priorities? In terms of job creation—and, indeed, almost any other objective—the true priority should be to create a modern, fast and safe transport network in this country, and especially across the northern regions. Will she make that her top priority, above any prestige scheme?

[Justine Greening]

I do not think there needs to be an either/or choice. We need to improve our transport system in the short and medium terms and plan for the longer term, which is what we are doing through HS2. I am committed to making sure our great northern cities are well connected. There is investment in the TransPennine Express, and there has been an announcement on the northern hub. A huge amount of investment is going in to ensure that those communities are better connected than they ever were in the past.

Oral Answers to Questions

Barry Sheerman Excerpts

Thursday 23rd February 2012 Commons Chamber

[Mike Penning]

I wonder whether I need to declare an interest in Mr Kipling’s cakes. We must utilise our roads in the best possible way. If lorries are under the weight limit, 4 metre-plus trailers are of significant importance. This issue has been raised by the Austrians. I do not see why it should affect British hauliers in the UK.

[Mr Barry Sheerman (Huddersfield) (Lab/Co-op)]

This is a serious question. It is not just about the height of the vehicles, but about their cabs. These vehicles are killing pedestrians and cyclists in our towns and countryside. The industry knows that cabs should be changed either on the continent or on this side of the channel. These vehicles are killing our people and the design should change.

[Mike Penning]

The hon. Gentleman raises an enormously important issue. However, the question was about the height of trailers. I accept that there are other issues and I am more than happy to meet cycling representatives and the industry, as I do on a regular basis. He raises a serious issue, but it has absolutely nothing to do with the height of trailers.