Aviation

Julian Sturdy Excerpts

Wednesday 4th July 2012 Westminster Hall

[Mark Reckless]

Higher APD on short-haul flights from Gatwick and particularly Heathrow could allow airports beyond the south-east to compete for marginal business that might make more sense at those airports, particularly the leisure flights of people based in the midlands and the north who are flying point to point. Similarly, if we deregulated our international air agreements, there would be a better chance that intercontinental networks would base themselves at Birmingham airport, for example, which now has a longer runway.

[Julian Sturdy (York Outer) (Con)]

My hon. Friend makes a powerful case. An argument is that regional airports across the country will take up some of the slack. My airport, Leeds Bradford, has invested heavily—£11 million—in expansion and has new links to Heathrow. Is it not the case that despite the important role that regional airports play across the country, they will not lessen the need for expansion in the south-east and London? Ultimately, people want to fly into the capital city of a country and we cannot get away from that fact.

[Mark Reckless]

Yes, I think that is right. My argument is that it is entirely conceivable to have two hubs. Heathrow currently has many more passengers and planes using it than most of the other supposed competing hubs. The problem is that the slot prices are very high and profits are being maximised by those who, under EU law, own the property rights in those slots. If instead we allow a second hub, and Gatwick is the more attractive and conceivable hub to develop, and both operate in that way, competing airlines would drive down prices and give many more links to emerging markets, rather than very thick routes to New York and Hong Kong. That is my view, but perhaps the Mayor of London has considered matters that I have not. Stansted, and potentially regional airports—Southend and, I am delighted to see, Luton are developing in this way—could take many more point-to-point leisure flights, rather than them flying from Gatwick, or even Heathrow. Why does Heathrow have so many flights to Orlando? Why does it have flights to Malaga or Larnaca?

There is a very strong case for Gatwick. Many regional airports can help with the load. The debate that we have been having about aviation has been horribly distorted by what I am afraid are preposterous efforts by the Mayor of London to put the Thames estuary airport on the agenda, 10 years after it was categorically ruled out, and by the issue of Heathrow. Very strong vested interests want expansion at Heathrow. There are some economic arguments for the country as a whole for expansion there. However, there are costs, in terms of those living under the flight path, and in terms of our political promises; and the value of politicians sticking to what they promise is strong.

As to what the Transport Secretary says, and the argument that “It is all very well talking about a third runway at Heathrow, and mixed mode, but what is the next step?” it is incumbent on those who want expansion at Heathrow to say what happens in 30, 50 or more years. The reason the Secretary of State does not get the answers is that those with a vested interest at Heathrow—BAA and British Airways—do not want unlimited expansion there. It would undermine their monopoly position. The idea of going for mixed mode is attractive to BA—not necessarily to BAA, because it does not get the higher regulated capital. A third runway allowing marginal expansion of perhaps another 20 million passengers is attractive, because it maintains the value of the slots but allows them to develop. My hon. Friend the Member for Spelthorne (Kwasi Kwarteng) may want to discuss the fact that if we want Heathrow to be a mega-hub, perhaps remaining the biggest in the world and taking on Dubai as well as competitors in Europe—there are strong arguments against that, particularly from the point of view of people who live in the area, and the environment—it could mean taking over RAF Northolt and putting in several runways linked into Heathrow, as a long-term single giant hub solution.

Despite arguments that two hubs are not ideal, that is a far better solution than complete constraint on any expansion, or only looking after the interests of Heathrow. If we were to see the Oneworld alliance at Gatwick— short-term expansion is being done very well at the moment, and there could be longer-term expansion, but only once the 2019 agreement runs out—it would be a much more sensible way forward. There is a basket of other options, all of which make more sense than harking back to the preposterous estuary airport proposal, or looking at UK aviation solely through the issue of a third runway at Heathrow.

Rail Reform

Julian Sturdy Excerpts

Thursday 8th March 2012 Commons Chamber

[Justine Greening]

I do not accept that at all. I have a huge amount of respect for the hon. Lady, but this is not the time to rearrange the industry in the way that she suggests. We need to look at the pieces and then make sure that they work more effectively together. Sir Roy talked in his report about the different levels of working that the industry could do, and we are keen to see the industry work more closely together. I am sure that when the hon. Lady reads the report she will see some of the potential routes that that could take. I do not agree with her; I think the key to success now is getting the industry to collaborate more and for us to support it in doing that.

[Julian Sturdy (York Outer) (Con)]

McNulty suggested that rail company franchises should be less prescriptive and allow more freedom to respond to the market. Does my right hon. Friend agree that that will bring more investment into services such as the east coast main line, which was left in limbo by the previous Government, and more certainty to my constituents in York, who rely heavily on it?

[Justine Greening]

We need to strike that balance between granting longer franchises so that it is worth train operating companies improving services for passengers and putting in investment even when that takes a bit longer to come through because it is a bigger improvement and a bigger investment. That is absolutely right. My hon. Friend’s other point is well made; things change and we need a flexible franchising approach because, as we have seen, growth in demand and passenger numbers in the past decade has been substantial, so we need to make sure that our franchising can reflect and adapt to that.

Transport and the Economy

Julian Sturdy Excerpts

Tuesday 28th February 2012 Commons Chamber

[Julian Sturdy (York Outer) (Con)]

It is always a pleasure to follow my hon. Friend the Member for Stockton South (James Wharton). As a member of the Select Committee on Transport, I have a great interest in all things transport-related, from aviation and road to rail and shipping. A 21st-century Britain needs a 21st-century pragmatic transport strategy. Although politics is usually, and regrettably, played as a short-term game, transport strategies and infrastructure projects require a steady long-term commitment. It is rarely possible for such projects to deliver results within a Parliament or two, but that fact should enable us to take party politics out of the mix and unite across this House on a common goal to deliver a long-term, all-encompassing transport plan.

On a wider note, I should stress that my interest in transport policy is not born simply of my serving on the Transport Committee; it also comes from a far more regional and local perspective. On a regional level, as a Yorkshire MP I know that transport links play a vital role in bridging the north-south economic divide, which previous Governments have failed to address. This issue is vital to providing a sustainable long-term economic recovery for our country and for the Yorkshire region.

On a more local level, congestion and gridlock has an impact on the daily lives of my constituents. However, it is not just local households who struggle with such congestion, as businesses are being hit hard, too. The York northern ring road and the A64 act as a brake on local economic growth, bringing increasing congestion, more accidents and costly delays. As the Transport Committee’s second recommendation in its “Transport and the economy” report outlined, investment in this regard is “a high priority” so that we can support economic growth, locally and nationally.

Travelling through or around the city of York can be an extremely time-consuming exercise. York’s infrastructure is often seen as a nuisance, but the sad reality is that it could get a lot worse, and rather quickly too. The City of York council’s draft local development plan contains some stark warning signs. It states that

“congestion delay time across the network could triple by 2026”

and that

“even with all reasonably practical and deliverable transport investments in place, congestion delay across the network will double by 2026.”

Such a frank and honest assessment is frightening. The link between transport infrastructure and economic growth is undisputable, so my fear for York and for the rest of the country is that economic growth over the next decades will become increasingly choked by the outdated infrastructure. We may want companies and businesses to invest for the long-term future in northern cities such as York, but they will require certainty that there is a long-term plan in place to deal with congestion—a long-term plan that they can buy into.

[Geraint Davies]

In 2014, we will have the centenary of Dylan Thomas’s birth in Swansea, and we are looking forward to massive tourism investment as a result. Does the hon. Gentleman agree that it is important that business and the people managing these things know in advance that the electrification of lines will take place, for instance between Cardiff and Swansea, so that they can plan ahead and business has good time to make that inward investment?

[Julian Sturdy]

Absolutely. Tourism is also a key element in York’s local economy and the congestion is having an impact on the tourism level in the city. Sadly, my local authority in York would rather tinker with small-scale schemes than take the difficult long-term decisions that will safeguard the city’s economic future. As I mentioned at the outset, we need a fearless transport strategy. We need a long-term approach to investment at a national level and implementation locally. The Government’s £3 billion of capital for local road projects outside London, to be spread over the next four years, is therefore a welcome starting point, but is that the sum part of a long-term strategy for our roads? The crux of road investment is long-term, joined-up thinking.

I shall now discuss another form of transport. We have to tackle aviation issues seriously, and we face two problems. Airport capacity in and around London is at breaking point. We should be enormously proud that our capital city has remained resilient over a number of years, maintaining its position as the best place in the world to do business. Although international politics and powers have changed, London has remained at the top table, with a positive knock-on effect for the rest of the UK. However, if we refuse to expand our capacity, we risk throwing away our the capital’s crown and, again, our economy, both nationally and locally, will suffer.

[Mark Pawsey (Rugby) (Con)]

Does my hon. Friend agree that some of the slack that exists in regional airports could be used to deal with the shortage of capacity at Heathrow? I am thinking, in particular, of Birmingham airport, which is just 90 miles away from Heathrow.

--- Later in debate ---

[Julian Sturdy]

I absolutely agree with my hon. Friend. I will touch on regional airports if I am able to do so, but he rightly says that there is some slack there. That is certainly the case at Birmingham, as the Transport Committee has seen on some of its visits.

As developing nations hold the key to global economic recovery, it seems ridiculous to suggest that Britain’s creaking aviation capacity cannot or should not be expanded. I share the Transport Committee’s concern that the Government’s aviation strategy to date has been limited. However, many different ways to improve this situation exist and I am pleased that the Government are consulting on how to increase aviation capacity in the south-east. Alongside the consultation, we must look again at regional airports, as a number of Members have mentioned. Such aviation links to road and, increasingly, rail are hugely significant and connectivity must be the buzz word in this subject.

As remarkable and impressive as our railways are, there is no denying that many parts of them are in need of an upgrade, and I am truly grateful to the Government for funding the electrification of the trans-Pennine line between Manchester and York. That is exactly the sort of upgrade that will improve links and productivity between Manchester, Leeds and York, with positive consequences for the businesses located within and among those three key northern cities, as well as play a key role in tackling the north-south divide.

I appreciate that I have touched on a number of different issues, but that is both the beauty and the difficulty of transport. If I had more time, I would probably go further. I hope that I am not being too optimistic in saying that I truly welcome the Government’s approach. Electrification, high-speed rail, the northern hub—although I recognise that we need the whole thing on the northern hub—and the £1.4 billion for roads, to name but a few aspects, are positive steps in the right direction. I must also commend the Department for Transport for doing so much while registering an underspend in its budget. More for less is a commendable message for this Government to send out and I for one am most impressed by the Transport team.

Cycling

Julian Sturdy Excerpts

Thursday 23rd February 2012 Westminster Hall

[Oliver Colvile (Plymouth, Sutton and Devonport) (Con)]

It is a pleasure to serve under you, Mr Weir. I congratulate my hon. Friend the Member for Cambridge (Dr Huppert) on securing the debate. I also pay tribute to Mary Bowers who has been in hospital and is in a coma. I hope that she, and anybody who has suffered from a similar accident, gets better soon.

It is coincidental that she shares a name with a man called Henry Robertson Bowers, who, many hon. Members may know, was with Captain Scott in the Antarctic and made a significant contribution to scientific environmental work. I hope that Mary Bowers’ tragic accident ends up having a similar impact on cycling issues.

A large number of people from my constituency have written to me––around 30. I work very much on the basis that, for every one person who writes to me, 20 other people think the same way. If my mathematics is right, 30 multiplied by 20 comes out at 600, which is nearly half my parliamentary majority. I am therefore very aware of what the impact of that could be.

I am delighted and surprised at the number of people who take to cycling in Plymouth, despite the fact it is a very hilly city, and at the number of cycle clubs in south Devon. In many ways, we are very different from continental Europe. I know very well that whenever I am driving in France, I see cycle clubs going out. I was at a cricket match, as hon. Members might imagine I would be, in the south of France last summer. Everyone had to rush back from the cricket game in order to watch some major cycling activity. I suspect that it was almost as big as the FA cup final.

I am very convinced about what will happen during the course of this year. We have the Olympics, which I am sure will encourage many more people to get involved in cycling. I am sure that both Victoria Pendleton and Chris Hoy will not only win gold medals, as I very much hope they do, but be elected—or be in the region of being elected—as BBC sports personality of the year.

If we are to improve the number of people who are cycling, we need to ensure that it is safe. I will be frank and honest with hon. Members: I have not been on a bicycle for a very long time. I want to be very supportive indeed of what The Times is up to, because there are a lot of lessons to be learned not only from abroad, but from London and the good work that Boris Johnson, the Conservative Mayor, is doing. One thing we need to do is ensure that our pavements and roads do not become a battleground between motorists, cyclists, pedestrians, shop mobility scooter users and anyone else who has to use them.

[Julian Sturdy (York Outer) (Con)]

My hon. Friend is right, but is it not also true that we need more dedicated cycle tracks? That is certainly the case in my constituency. However, they are very expensive and money is tight. One way we could get more cycle tracks is for local businesses to be involved, as has happened in London. If we could get local businesses and large employers to sponsor dedicated cycle tracks in return for a discount in their local rates, that might be a way forward.

[Oliver Colvile]

I very much agree with my hon. Friend, but we also need to make it much easier for people to be noticed when they use cycle tracks and for there to be delineation of cycle lanes. For example, the Mayor of London has ensured that there are blue cycle lanes, especially along the Embankment. That makes it much easier to identify where cyclists are. I therefore propose to write to my city council—as I am sure that the hon. Member for Plymouth, Moor View (Alison Seabeck) will also do—to urge it to create a city where cycling is safe and that is fit for cycling.

I thoroughly agree with the eight points that The Times has raised in its campaign. However, we should go further. One of the key issues is ensuring that there is greater visibility. As I say, cycle lanes must be easily identified and well delineated. We must also ensure that there is better lighting, which is a very good example of why we should be campaigning for the Daylight Saving Bill introduced by my hon. Friend the Member for Castle Point (Rebecca Harris). We could then have strong lighting and ensure that drivers can see cyclists. Stronger lamps and louder hooters, rather than just those insipid little bells, on cycles are also important. We must ensure that we can all be aware that cyclists are about.

Of course, I also agree with people wearing DayGlo jackets. We should reduce the amount of signage on our streets. Often signage is littered everywhere and ruins our streetscapes. We should also stop lorries coming into town centres during rush hour, when people are commuting to work. We also need to create more cycle racks. In a hilly constituency in a city such as mine, it might also be helpful to ensure that there are more charging points for people with electrical bicycles.

Civil Aviation Bill

Julian Sturdy Excerpts

Monday 30th January 2012 Commons Chamber

[James Wharton (Stockton South) (Con)]

It is a pleasure to follow my hon. Friend the Member for Amber Valley (Nigel Mills), who spoke eloquently about a range of subjects and touched on the licensing issues arising from this Bill, which I, too, hope to speak about. It is also a pleasure and an honour to follow the hon. Member for Feltham and Heston (Seema Malhotra), who spoke so clearly and persuasively about her constituency. Having visited Feltham and Heston only quite recently, and given its close proximity to Heathrow, I have no doubt that she will take a long-standing interest in aviation matters.

I welcome this Bill, which is a long overdue measure to tackle some of the problems arising from outdated regulation that our aviation industry faces. There are a number of good measures in the Bill. In such a monopolistic market, it is important that the Government should set out a clear set of regulations to ensure that passengers get the best deal. This Bill goes a long way towards delivering that, notwithstanding the range of comments made by Members from across the House this evening.

For me, one of the most interesting parts of the Bill is the commentary on, and the rules set out for, the role of the Civil Aviation Authority. Clause 1, chapter 1—one of the first things in the legislation—says:

“The CAA must carry out its functions under this Chapter in a manner which it considers will further the interests of users of air transport services regarding the range, availability, continuity, cost and quality of airport operation services.”

We are presented in this Bill with an opportunity to look at how we deliver aviation services right across the country and, in particular, what might be done to secure the future of some of our regional airports. In their comments on the draft legislation, members of the Transport Committee raised concern that regional airports do not always feature as highly or prominently as they perhaps should. They are a vital part of our economy. They produce an extremely important economic boost for the areas in which they are based, but they are also important for transport right across the UK.

[Julian Sturdy (York Outer) (Con)]

My hon. Friend is making some powerful points about regional airports. He is absolutely right that we need to encourage investment in regional airports to get our economy growing. Does he not also think that investment in regional airports in the north is probably more important than investment in regional airports in the south-east, in moving us away from the north-south divide, which is having an impact on our economy in the north?

Northern Rail Hub

Julian Sturdy Excerpts

Wednesday 18th January 2012 Westminster Hall

[Julian Sturdy (York Outer) (Con)]

I commend my hon. Friend on securing this important debate. He is right about the economic growth that the project will provide and the job creation that we need, especially in the north. Is it not true that the project will also help bridge the north-south divide that has grown over the past 10 years?

[Jason McCartney]

My hon. Friend makes a fantastic point, which was also made after the statement on High Speed 2. As well as investing in HS2, it is important that we invest in local rail infrastructure, which is exactly what the northern hub can do.

In March 2011, the Chancellor announced that £85 million of Government funding was available for developing the Ordsall chord, which is a new link between Manchester Victoria and Manchester Piccadilly stations that will provide a new route enabling passengers to get across the city. Importantly, there will be no need to change trains in Manchester. Network Rail is working to gain necessary planning consents to build the new link.

Last autumn, the Chancellor announced funding for electrification on the north trans-Pennine route between Manchester and York via Leeds. That was not originally part of the hub plans, but it brings huge benefits, such as increased reliability and more room on trains. It is better for the environment and helps reduce the cost of running the railway. In fact, yesterday evening, our all-party group received a briefing on electrification in the north-west, during which we heard all about the benefits. Electrification of the trans-Pennine route between Leeds and Manchester will allow six fast trains an hour between Leeds and Manchester—there are just four at present—and journey times could be reduced by up to 10 minutes. However, the plan has implications, which I will address in a moment.

Some aspects of the northern rail hub project still have to be funded. As has been mentioned, we will only get all the hub’s economic benefits if all of it is funded. Two new platforms are needed at Manchester Piccadilly to allow more trains to run through rather than terminate in Manchester. That would provide more direct train services across the north. Moreover and crucially, new tracks are needed on the lines between Leeds and Liverpool and between Sheffield and Manchester, to allow fast trains between the major towns and cities of the north to overtake slower trains.

This is a live issue in my Colne Valley constituency, and many of my constituents have legitimate worries about it. In fact, I received an e-mail in the past hour from SMART—Slaithwaite and Marsden Action on Rail Transport—which is, as am I, very concerned about the effect that the proposals for faster services will have on local stopping services. Fast trains are great, but they must not exist at the expense of local stopping services. We have to ensure that there is an integrated transport system in the northern corridor, not just the fast services between Leeds and Manchester. I will keep a very close eye on that and campaign fully to keep all the localised stopping services, because it is important that major funding projects keep an integrated local transport system.

Contrary to reports, no decision has been made on which is the optimum pattern for Marsden, Slaithwaite and Lockwood on my patch. The decision will be made through the franchising process and involve consultation with local representatives through the passenger transport executives. Network Rail is in regular discussions with representatives from the Department for Transport, Metro, Transport for Greater Manchester and Northern Rail. They will all work together to establish which pattern best suits residents in the area, mindful of infrastructure capability, commercial demand and improved connectivity. That is why we need the northern hub investment—this really is an important part of it—to provide more tracks and more overtaking opportunities.

I am sure that hon. Members would like to know who supports the hub. Network Rail welcomes recognition by my right hon. Friend the Minister, who has responsibility for rail, that the hub has a case and that the Government have funded both the Ordsall chord and the electrification of the trans-Pennine route. The northern hub is supported by a wide range of stakeholders, local authorities and passenger transport executives, such as Metro in West Yorkshire and Transport for Greater Manchester. Business in the north supports it, and it enjoys cross-party, pan-northern political support, as the number of Members present clearly demonstrates.

The Transport Committee endorsed the hub in a report on transport and the economy in March 2011. I welcome that support. We must remember that the project has the potential to create 20,000 to 30,000 extra jobs for the north, which will help the Government reduce the welfare bill. We would all support that.

--- Later in debate ---

[Mrs Ellman]

I have seen that report. It is significant that we register such great disparities, but it is even more important that we try to do something about them, and the northern hub represents a major opportunity to do that. The Transport Committee has taken a particular interest in the northern hub, which we refer to as an important proposal in our report on transport and the economy and our report on high-speed rail.

The Committee supports high-speed rail, but we registered a number of concerns, including about the importance of ensuring that investment in necessary high-speed rail did not take place at the expense of investment in the existing, classic line. We cited the importance of investing in the northern hub and invited the Government to demonstrate their commitment to investing in the existing line by investing in both the northern hub and high-speed rail. Perhaps they will soon be asked to show their position on the matter and to demonstrate their commitment to investing in the existing line.

[Julian Sturdy]

The hon. Lady makes a powerful case for HS2, and if we are to make high-speed rail a success, we need investment in the northern hub. If we are to bring passengers up to the north more quickly, do we not also have to ensure that we invest in connectivity so that the system that high-speed rail passengers continue their journey on is not antiquated? Otherwise, the system will not work.

[Mrs Ellman]

I agree entirely with the hon. Gentleman. We want modern, new rail, not only on the new High Speed 2 line but on existing lines and connections, and investing in the northern hub as a separate project is one way to achieve that.

At the moment, Network Rail is assessing the detail of the northern hub proposals and looking at value for money. That needs to be done, but it is absolutely essential to recognise the strategic importance of this investment in rail in the north. The Government’s commitment to rail electrification in the north is much appreciated, but it is not an alternative to proceeding with the northern hub. I await with interest their final decision on the northern hub, and I ask the Minister to assure us that she recognises the strategic importance of investing in the north and to commit to the investment in the northern hub.

Oral Answers to Questions

Julian Sturdy Excerpts

Thursday 12th January 2012 Commons Chamber

[Stephen Metcalfe (South Basildon and East Thurrock) (Con)]

10. What steps she is taking to improve road infrastructure.

[Julian Sturdy (York Outer) (Con)]

13. What steps she is taking to improve road infrastructure.

[The Parliamentary Under-Secretary of State for Transport (Mike Penning)]

The Government announced in 2010 that we were investing £2.1 billion to start 14 new road schemes over this spending review period and to complete eight existing schemes. A further £1 billion of new investment was also allocated in the autumn statement to tackle areas of congestion on the strategic road network.

--- Later in debate ---

[Mike Penning]

I can tell my hon. Friend the Member for Thurrock—[Interruption.] My hon. Friend the Member for South Basildon and East Thurrock (Stephen Metcalfe); I apologise for having got the constituency name wrong, but it is a long time since I stood for election in that part of the world. We are currently working on the costings for junctions 30 and 31. As my hon. Friend will be aware, the fantastic investment by DP World at the Gateway port means there will be work at junction 30, and we will publish proposals as soon as we can.

[Julian Sturdy]

As my hon. Friend the Minister will know, I am deeply concerned about the A64 and the A237 in York. Those vital road corridors are increasingly congested and accident prone and are a major drain on our local economy. Can the Minister give me any information about any future funding for projects, and will he again meet me and a group of local MPs who share my concerns?

[Mike Penning]

It looks like I shall be very busy with meetings, but I am more than happy to meet my hon. Friend and his colleagues as we look for new road programmes for the future. He may not know that I was on the A64 to Scarborough on new year’s day and experienced some of the traffic problems on that day.

Cost of Motor Insurance

Julian Sturdy Excerpts

Tuesday 8th November 2011 Commons Chamber

[Mrs Ellman]

I thank the hon. Gentleman for his question. The Committee did not look specifically at that point, but I fear that if there is to be equity, it will be equity upwards, rather than lead to a lowering of premiums.

High premiums have a major impact on the lives of our constituents. Motor insurance is rightly compulsory, but for many people driving a car is a necessity, perhaps for getting to work, to college or to hospitals for appointments, as well as for visiting friends and family, doing the shopping or taking children to school.

I and other Members have received a great deal of correspondence from people wanting to give examples of the problems they have experienced. I received a letter saying the following:

“My partner has just tried to insure me again on our vehicle which is not a sporty flash car, to be told that it would cost him an extra £1,370.”

A lady from Birmingham wrote:

“My car was involved in an accident where a lorry collided with my car. The driver accepted it was his responsibility…My renewal was due and my premium had increased from £700 to over £2,000.”

These stories illustrate why the Government must act.

Surprisingly, the recent increase in premiums has coincided with significant improvements in road safety, which is part of a welcome trend of falling numbers of deaths and serious injuries on the roads. Why have premiums risen so much, therefore?

There is better access to justice, with no win, no fee arrangements. Those arrangements are being changed, but we must not return to a situation in which justice is available only to the rich.

There is also cold calling, where claims management companies canvass for claims, often using personal information obtained from unknown sources. Where is the regulation of data protection that is supposed to be in place? Claims management firms deserve special scrutiny. They encourage people to claim, and to make multiple claims when they might not otherwise have done so. Premiums in the north-west are 50% higher than the national average, apparently because of the activities of these companies.

Referral fees have been in the news. They are paid to a number of players in the industry as a reward for passing on business, thereby encouraging claims and sometimes inflating bills. They are not paid to insurers alone; a number of bodies are involved, including insurance companies, solicitors, car hire firms, claims management companies, medical experts and vehicle repairers. Although the Government have started to act on referral fees, what they are doing does not encompass all those sectors of the industry, and neither does it take into account how companies might try to get around the abolition of referral fees. There are now alternative business structures, where non-lawyers can buy legal practices. How will the Government ensure that companies do not get around the ban on referral fees through taking such steps?

Fraud is a major concern, including the staging of accidents by criminal gangs. That adds £80 to the average premium.

[Julian Sturdy (York Outer) (Con)]

The hon. Lady is making some powerful arguments on issues that the Transport Committee has addressed. Does she agree that we need greater transparency in the industry if we are to drive down the costs of motor insurance?

--- Later in debate ---

[Karl MᶜCartney]

Remarkably, my hon. Friend picks up on the second point of my plan. Secondly, we should have an insurance sticker on every windscreen, just as we do for the current tax disc, that proves that a car is insured. Thirdly, we need far tougher sentences for those caught driving uninsured, with the minimum fine in each area being the double the average insurance cost in that area for the age and gender of the person caught. Fourthly, where someone is caught and prosecuted for driving uninsured, they should automatically lose their driving licence for a set period, perhaps at least one year. That should certainly be the case for a second offence and perhaps the period should be longer—say five years—for subsequent offences. Fifthly, when someone is caught and prosecuted for driving uninsured for at least the third time, they should perhaps go to prison—only for a short time—and be given a lifetime driving ban. Sixthly, if someone causes a serious accident while driving uninsured, they should go to prison and be given a lifetime driving ban. Seventhly, juries and magistrates should be made aware of whether false vehicle insurance claims had been made by those making a subsequent vehicle insurance claim that has reached the court.

Eighthly, those making false insurance vehicle claims that reach the courts should be prosecuted and actively pursued by the relevant police force. My penultimate point is that the names and addresses of those prosecuted for driving uninsured should be published widely. Finally, we must support both the clampdown on insurers being able to trade personal data of those involved in accidents and the regulation of the monopoly and sharp practices currently engaged in by insurers and the legal profession that see the motorist paying through insurance premiums and general taxation for their unwillingness to stamp out fraudulent and speculative claims, such as personal injury and hire car charges. These moves are just the start, and throughout my time in Parliament I am going to continue to campaign for justice for the insured drivers of our country.

[Julian Sturdy]

I agree with my hon. Friend that tougher action is required. Is he surprised to hear that 10% of drivers aged under 34 do not realise it is compulsory to have motor insurance?

High-Speed Rail

Julian Sturdy Excerpts

Wednesday 2nd November 2011 Westminster Hall

[Graham Stringer]

Absolutely. It makes sense that people can connect to other places if a high-speed line is built. I know that the timetables of the rail system in the north, which I know better than that in the midlands and Scotland, are slower than they were in 1880s—I say that in nearly every debate in which I speak. Taking out congestion points and improving the northern system and that in the rest of the country must be the best way to use the investment that is going into the project.

I want to finish on some points made by the hon. Member for Blackpool North and Cleveleys and by the Action Alliance, which opposes high-speed rail, in the document that it sent out today. First, if someone had £33 billion to spend in the north or the whole of England, they would not necessarily sit down and say, “This is it”; they would probably sit down for a long time and not agree to spend anything. However, the project is out of the starting blocks, and there are many benefits to be had from it. If someone were to ask, “Should the country have motorways?” the answer would be, “Yes, we should have motorways.” In the same way, we should have high-speed rail. That, together with all-party support, is the real justification for the £33 billion.

[Julian Sturdy (York Outer) (Con)]

The hon. Gentleman makes a good point. High-speed rail is important to the north of England, but it needs to be developed alongside the classic network and also alongside aviation and road. We need a strategic transport policy that covers everything. High-speed rail is not the panacea, but it is part of a strategic transport plan.

[Graham Stringer]

The hon. Gentleman is right. Even though I am a member of the Labour party, I am always slightly cautious about having the perfect plan. When one is involved in transport plans or economic development—it does not matter whether it is in the private or the public sector—one has to be opportunistic and take what is there. Sometimes it can take too long to wait for the perfect plan. That does not mean that we should not think about how we can connect different parts of the system.

Like the hon. Member for Blackpool North and Cleveleys, Action Alliance makes the point that high-speed rail does not automatically bring with it economic benefits. Let us take, for example, the economies of Manchester and London, or Birmingham and London. Some argue that high-speed rail exposes them to bigger markets, which is true because the train goes both ways. A dynamic city or region is at a real advantage. What city would not want to be in a bigger market so that they can attract more people and investment? Although it is possible to fail in such an area, it is easier to succeed if there is high-speed rail.

Rural Bus Services

Julian Sturdy Excerpts

Tuesday 11th October 2011 Westminster Hall

[Brandon Lewis]

My hon. Friend is right, particularly in relation to overwhelming desire from local residents to see a service continue. We need to be more flexible.

[Julian Sturdy (York Outer) (Con)]

I congratulate my hon. Friend on securing what is undoubtedly an important debate. Following on from that point, in the past local authorities put in seed funding to get rural transport services and rural bus services up and running. If they were successful they carried on, on a commercial level. We must give local authorities extra powers to put some of the money from a flat fee back into the service and, working with the community, to ensure full access to services. It is down to local authorities to work with the community, but they need the power to be able to do so.