Great Eastern Main Line

Andrew Turner Excerpts

Tuesday 11th November 2014 Westminster Hall

[Several hon. Members]

rose—

[Mr Andrew Turner (in the Chair)]

I call Robert Halfon.

[Robert Halfon (Harlow) (Con)]

I suggest, Mr Turner, as this debate is more directly relevant to the constituency of my hon. Friend the Member for Norwich North (Chloe Smith), that she go first. I know that she asked to speak after me, but I feel morally that that is the right thing to do.

--- Later in debate ---

[The Parliamentary Under-Secretary of State for Transport (Claire Perry)]

It is a pleasure to serve under your chairmanship, Mr Turner. I warmly and sincerely congratulate my hon. Friend the Member for Ipswich (Ben Gummer) on securing this vital debate on required future improvements in this vibrant region of the UK. I pay tribute both to the Members present today and to the team that has worked so hard with them on the report over the past year. I had the pleasure of meeting members of the team, particularly Mark Pendlington, who leads the New Anglia local enterprise partnership. I know that many others have also been involved in putting together this excellent piece of work.

The report is particularly helpful in that it sets out the underlying value that proper infrastructure development can bring. We are good at modelling transport benefits, but capturing the gross value added and the broader economic benefit is more difficult. However, the report is an exemplar of how to do that. The analysis will help to reinforce the need for and benefits of the vital investments in the transport system that serves the cities and communities of East Anglia, which, as so eloquently pointed out by my hon. Friend, is the UK’s second largest region in terms of economic contribution and is focused on high-value, white-hot growth industries, such as life sciences and biotech.

Of course, it is not only this region that needs rail investment. As my hon. Friend the Member for Harlow (Robert Halfon) pointed out, there is under-investment right across the railway network. In the past 20 years, we have seen record numbers of passengers taking record numbers of journeys. In some cases, however, the railways have kept up. Satisfaction, punctuality and safety have all increased, and EU figures found that we have the most improved railway in Europe. Despite that, extraordinary growth in demand coupled with a lag in infrastructure investment means that we face overcrowding in some parts of the country and areas where journey times may increase. The great thing is that, as a coalition Government, we are finally realising the vital role of investment in transport infrastructure. We are seeing record levels of railway investment and the biggest investment in rail and rolling stock since Victorian times, with £38 billion being spent over the next five years on maintaining, upgrading and improving the network.

[Mr Andrew Turner (in the Chair)]

Order. I wonder whether the Minister could face the Chair.

[Claire Perry]

Forgive me, Mr Turner. You are quite right to correct me.

It is an opportune time to review the case for investment in the region, which is why the report is so timely. We have already committed to £170 million of track and signalling improvements on the Great Eastern main line next year and have agreed a package of improvements with the Abellio Greater Anglia franchise, including additional services between Stansted and Cambridge and refreshed trains on the Norwich to London route. I was joined by hon. Friends on a visit to road test some of the improvements. In fact, there is a photo somewhere of my hon. Friend the Member for Ipswich trying out the new loo—in a mock-up capacity only. It is good to see that we are not standing still and waiting for investment; we are upgrading in line with what passengers require, which means simple things such as new toilets that do not leak, new carpets and seat covers, plug sockets and new lighting. Regarding wi-fi, which is available to all customers on inter-city services and free to first-class passengers, we are trying to find out the future deployment plans. I agree with my hon. Friends that it is an important part of the package going forward and will write to them.

Abellio Greater Anglia will work with the industry to develop and deliver all the Government’s control period 5 projects, including Crossrail, Great Eastern main line infrastructure improvements, improvements to the Ely area, Stratford to Angel Road capacity improvements, a new station at Lea Bridge, and additional peak capacity in 2014 to 2019 into Kings Cross and Liverpool Street to meet forecast commuter growth. There will also be additional freight capacity. We have not discussed freight, but it is an exceptionally important part of the railway mix, and we are considering ways of unblocking lines to allow both and freight and passenger trains to run. This is an incredibly opportune time for such a report. My boss the Secretary of State and I have both read it, and we are looking carefully at how the improvements might be delivered.

I commend the work that the group behind the report has done to unblock some of the long-held barriers of party political or cross-county agendas. It has been refreshing to see a strong cross-party and cross-county approach to the work. My hon. Friend the Member for Ipswich asked whether I had received any representations from the Opposition Front-Bench team, or indeed any Opposition Member, on this subject, but the answer is no. I am unsurprised, however, given that the previous Government electrified only eight miles of track in 13 years and failed to realise the valuable role that transport plays in building economic growth in regions across the country.

Isle of Wight (Ferries)

Andrew Turner Excerpts

Monday 13th October 2014 Commons Chamber

[Mr Andrew Turner (Isle of Wight) (Con)]

At its closest point, the Isle of Wight is just 4 miles from the mainland, but if one cannot cross that stretch of water when one needs to at a reasonable cost, the mainland might as well be a thousand miles away. We have no scheduled air services, so the two ferry operators and the hovercraft provide lifeline services for island residents. They also carry visitors and holidaymakers, business traffic and goods, and, of course, islanders and their families and friends.

The ferry links are essential to our economy. We need them to be regular, reliable and affordable. The two main operators each have an effective geographical monopoly on their own routes. Islanders have always grumbled about the ferry services. It is a popular local pastime. But the ferry companies were taken over by huge financial institutions—Wightlink by Macquarie in 2005 and Red Funnel by Prudential in 2007. Since then, things have become more difficult for the ferry companies.

The companies were sold during the boom years for completely unrealistic sums. The then chief executive walked away with £30 million when Wightlink was sold to the Australian Macquarie bank. He and other former owners have benefited hugely, but the island’s economy has suffered. Like all islands, the Isle of Wight faces particular challenges. Looking at a key economic measure, the gross value added figure for Hampshire is well over £22,000. On the island, it is a smidgeon over £14,000. Our economy is fragile and wholly dependent on good connectivity.

In 2008, I asked the Office of Fair Trading to investigate the cross-Solent ferries. The OFT suspected that there were issues

“preventing, restricting or distorting competition”

but found

“limited evidence of consumer detriment”.

But I do not think that it looked very hard to see the damage being done to the island, because it also made it clear that there was no obvious regulatory answer to the problems. When it found no easy answers, it put it in the “too hard to deal with” box and closed the lid. The blunt truth is that Macquarie and Prudential paid well over the odds for these lifeline public services, but it is the island and islanders who are suffering from over-inflated prices and service cuts caused by those decisions.

It is sometimes claimed, including by the ferry companies, that talking about high ferry fares damages tourism, but they never suggest that the fares themselves might put off tourists. David Thornton of Visit Isle of Wight says that he gets few complaints, but he does not hear from people who do not visit the island because the ferry is too expensive. Tourists sometimes get very good deals. Some buy packages with a low ferry price hidden in the total. Surely it has got to the point of madness when it can be cheaper to book a week’s holiday, including the ferry and accommodation, than to pay for the fare alone. Some visitors come for an annual break or a few days away. They book in advance and can be flexible about the route and time of travel. They, too, can get reasonable fares. But those who need to get to work, education, a hospital appointment or a funeral do not have that flexibility, and it is overwhelmingly the islanders who make such journeys.

I believe that the huge debts of the two ferry companies have prevented them from serving islanders as well as they should. By contrast, Hovertravel, a UK family-owned firm without any debt, has high levels of customer satisfaction. In 2012, Wightlink’s debt was £192 million on a turnover of £59 million. Red Funnel was in a better position, with £80 million of debt on a turnover of £14 million. The ferry companies deny that such large debts could have an impact on their services, but the OFT disagreed, stating:

“We remain of the view that the high levels of debt and gearing carry a higher risk…that the operators might have to cut back on service improvements.”

I told the OFT that if it did not act, prices would rise and services would go. Since its report in 2009, Wightlink has cut crossings by 26% and Red Funnel has cut them by 14%. It is very difficult to compare prices for vehicle travel because of the airline-style yield management pricing that both ferry companies use. Fares change constantly, and some of them are eye-watering, with people paying up to £200, or even more, for a vehicle crossing.

Two initiatives, the Isle of Wight Better Ferry campaign and the “Are Wightlink the Right Link” Facebook group, have 5,000 supporters between them. I would like to give a flavour of some of the comments:

“I’m fed up with not being able to book with my Multi-Link ticket, only to find that there are dozens of spaces if I pay the Non-Residents fare. Get a grip, Wightlink.”

Another islander says:

“My daughter and grandchildren live on the mainland. They can’t afford to visit the island and I haven’t seen them since February.”

Here is another comment:

“Once again, same ferry, same stretch of water, same travel time but different prices…They’re pirates.”

I have deleted the expletive. Here is another comment:

“Both these companies are disdainful of their captive market and are doing a huge amount of damage to the island economy.”

Finally:

“It’s just too expensive to get off the island. It’s not fair for island people. The prices make it difficult for us to take our children over to see friends and relatives. Please do something about this. Make a blessed change.”

There are hundreds of similar comments, and more are added every day.

I thank the Better Ferry campaign, which has supported me on this issue for years, and John Keyworth and Steven Caudle, who set up the Facebook page. John Keyworth told me:

“Since we set up our campaign, we have been flabbergasted at some of the stories that we’ve heard. There are very high levels of distrust and concern at the outright abuse and overcharging by this industry which provides an essential service to Island residents.”

The Barnett formula gives the Scottish Parliament money to spend on many things that this Government cannot afford. CalMac provides ferry services to Scottish islands. It received a grant of £73 million last year—more than half its revenue. My constituents living on the island receive no such benefits. They pay the full operating costs and profits, and the fares that they pay also have to service the company’s massive debts. Through their taxes, they subsidise Scottish ferries. Will the Minister explain why Scottish island residents get a much better deal than my constituents? For the life of me, I cannot. Channel islanders are protected from unfair ferry fare increases because the companies operate under licence from the islands’ authorities—another protection denied to Isle of Wight ferry users.

There are other worrying issues. Wightlink operates a multi-link ticket system for islanders. People pay for multiple crossings, giving the company hundreds of pounds in advance. They are rewarded for their loyalty by being denied access to many popular ferry crossings. In July this year, the mezzanine deck on the 30-year-old St Helen ferry collapsed. The investigation is ongoing, but even before that happened it was known that St Helen would need to be replaced. However, we are told that there is no money in Wightlink’s coffers to replace her and the banks are apparently refusing to stump up. I have yet to hear plausible plans from Macquarie to maintain this vital link for the island’s economy.

In preparing for this debate, I spoke to all the operators, including Kevin George, the new chief executive of Red Funnel. Under his leadership, Red Funnel seems to be getting it and is looking for ways to address some of the concerns—2014 prices have been held into next year; ferries refurbished at a cost of more than £2 million each; there has been a greater focus on customer satisfaction; and there are new plans and discounts designed to benefit islanders.

Red Funnel has been taking market share. Recent figures show that, for the first time in living memory, it has overtaken Wightlink as the most popular route to the island. In a properly competitive market, that would be good news, but in a duopoly with no prospect of new competitors, it can be destabilising. It is more difficult for the company losing market share to build an investment strategy and to develop services rather than cut them. Worse still, if the trend continues, the company taking customers may be unable to cope properly with the increased demand. That could lead to deteriorating services or even price increases to manage the market.

The UK’s largest constituency needs support. One option would be helping us to go back to the competition authorities. The customer detriment not found by the OFT in 2009 is now woefully apparent. I hope that my right hon. Friend the Minister will support us if we need to do that. However, even if we do there is still no easy regulatory solution, so I want to suggest a bigger and more imaginative way forward.

The island must find a sustainable solution to its transport issues. To be fair, the ferry companies, their owners and the banks also need to find a way forward. There have been constructive discussions between the Better Ferry campaign and the owners of Wightlink and Red Funnel. If we could find a new way of managing our transport infrastructure in which the ferry owners had a smaller stake in a bigger investment pot, they might welcome the reduction of risk. We need a model in which the community’s needs are recognised and addressed. The ferry owners would need to be realistic and take a patient approach, but we may be able to find a structure with a longer-term opportunity for investment, and we would surely want them to participate. The island would then have a public transport system that addressed the unique challenges that separation from the north island present.

The current ownership model of the ferry companies represents a real danger to the island’s economy, because the ferries are just small cogs in much larger businesses. They are expected to achieve profitable growth to enhance their market value. The end game is typically to sell them on for a higher price than was paid for them, scooping a windfall profit. However, that would burden the companies with even more debt on which interest must be paid from the fares. It is therefore a totally unacceptable model for businesses with weak competition offering lifeline services.

I ask the Minister to help us to explore whether there is a possible win-win situation. The future of Island Line, our railway, is under review. I have been involved in asking the Government to support an expert taskforce to look carefully for a viable, long-term outcome for Island Line. I would ask that this taskforce is not only supported but extended to include the whole of the island’s transport infrastructure. We need to take the connectivity of the Isle of Wight out of the “too-difficult” box that the OFT put it in in 2009. This must not be a way of kicking the issue into the long grass but a genuine attempt to find the best way forward, with support and expertise given by the Government. There is already support on the island for such an approach, and we can work to build allegiances on a cross-party basis to find a solution to this difficult situation. Informal discussions with Isle of Wight council have been encouraging. One of its priorities is to improve cross-Solent travel so that it is secure, accessible and affordable. This is a positive way of delivering that aspiration.

At the request of the ferry companies, I would like to turn to two further issues: first, tonnage tax. In January 2000, Red Funnel entered the tonnage tax regime. Her Majesty’s Revenue and Customs now wants to throw it out. After mountains of correspondence, HMRC, in some desperation, decided that the Solent no longer qualifies as a sea. I would be very grateful if Department of Transport officials tried to help to resolve this. Secondly, Wightlink is concerned about the effect that new marine conservation zones may have on its operations. I hope that the Minister will support me in making representations to colleagues in the Department for Environment, Food and Rural Affairs for these costs to be taken seriously.

My right hon. Friend is also a friend in the much more widely used sense of the word, and I would like to extend an invitation to him to visit the island once again. I will work with his office to put together a useful itinerary, as I did when he held another ministerial post. During that visit, as so often, he went a little off-message and said exactly what he thought. I very much look forward to him doing so again in his current job, and in doing so helping us to find a creative solution to the long-standing transport issues that beset the Isle of Wight.

[The Minister of State, Department for Transport (Mr John Hayes)]

Donne said that

“No man is an island”,

but can there be a Member of this House who is more for and of the people he represents than my hon. Friend the Member for Isle of Wight (Mr Turner), who so admirably and with such dedication advances the case of the island people of his home? You know as well as I do, Mr Speaker, that one should not be a captive of the ordinary, and my hon. Friend is extraordinary in his dedication to this subject, which he has taken up on many occasions. He met me recently to take the case further, and he has secured this debate, on which I congratulate him.

Moving reluctantly from the metaphysical to the literal, it is my duty in the short time available to avail the House of a variety of facts relating to the case my hon. Friend has made. The essence of his argument—which he described tellingly as an imaginative solution to the island’s problems—seems to me to be absolutely right. I know that he has worked very hard for many years on behalf of his constituents in raising concerns about cross-Solent issues. He did so with my predecessors—my hon. Friend the Member for Wimbledon (Stephen Hammond) and my right hon. Friend the Member for Hemel Hempstead (Mike Penning)—as well as with the ferry operators. He has worked hard behind the scenes, as well as in his public activities, to ensure that his constituents’ concerns are raised. His persistence, dedication and continued work are most welcome and have, of course, led to today’s debate.

Ships and ports are vital to the economic well-being of this island nation, and so much of this country’s trade—95% by volume—arrives or departs by sea. That is doubly so for our island communities, of which the Isle of Wight is the largest and most populous, as my hon. Friend has said. Ferries are vital to the island, not only for those who work on the mainland each and every day, but for all the island’s residents, as they are the only means for goods to reach the shops and for products to be exported.

The three ferry operators—Red Funnel, Wightlink and Hovertravel—are clearly well used, with nearly 9 million journeys each year between Hampshire and the island across six routes. That is nearly 25,000 journeys a day on roughly 200 sailings to and from the island.

It was not until I was preparing for tonight’s debate that I realised the long history of the Red Funnel services, which go back nearly 200 years. The company that operated the Isle of Wight Royal Mail Steam Packet Company began those journeys from the island to Southampton and back in 1820. Hovertravel is the world’s longest-running hovercraft service: it was established in 1965 and is currently the only scheduled passenger hovercraft service in Europe. That shows the long history of innovation among those serving the needs of the Isle of Wight’s inhabitants.

Those innovations were by commercial operators, and decisions on the service levels today have to be for the three individual commercial ferry operators to make, without Government support. Similarly, the level of fares is also a commercial matter, although I hear what my hon. Friend says: I understand his concern about the impact that fares have both on his constituents and on visitors to the island. Through the use of season tickets and discounts for island residents, fares can be less expensive. I shall come in a moment to my hon. Friend’s other, broader ideas about how costs can be driven down.

As with railway services, those who wish to turn up and go will find their tickets more expensive than those bought in advance. That means that fares on some services may be more expensive than on others, which is to the detriment of those who are unable to be flexible on the timing of their journeys or who are unable to book in advance.

My hon. Friend referred specifically to the 2009 report by the Office of Fair Trading, which was replaced by the Competition and Markets Authority in April when the OFT was merged with the Competition Commission. The report summarised and its press notice concluded:

“The OFT’s study found limited evidence of problems for consumers that interventions in this market could address, but found room for improvement both in customer satisfaction levels and the amount of information available to users on the performance of the ferry operators”.

I understand that both Red Funnel and Wightlink provide information on their websites on service performance and customer satisfaction. I would hope that they and Hovertravel will continue to improve the information provided to their users. That is vital if more people are going to take advantage of the discounts I mentioned a moment ago and, therefore, avoid the higher fares.

Establishing user groups, as Wightlink has done with its two ferry user groups, can allow company managers to understand better the concerns of their customers and what impact changes to services and facilities will have on them. It is important that such opportunities are used.

There are improvements in the pipeline. In July, as part of the local growth funding, the Solent local enterprise partnership included £15 million of funding to modernise the Red Funnel terminals in East Cowes and Southampton. Part of that—£6 million—will be available in 2015-16 and it will be matched by Red Funnel investing £15 million to refurbish its fleet. That will allow the ferry terminals to be moved, which in turn will allow important regeneration schemes for East Cowes and Southampton royal pier to proceed. For East Cowes, this will allow for 550 new homes and provide 48,700 square metres of business space. It is an important development for the island, to ensure economic growth as well as provide much needed housing. I spoke about that to my hon. Friend when we met recently.

My hon. Friend mentioned the Isle of Wight Better Ferry campaign, which seeks a fairer and more flexible ferry service for the island through the community working with ferry operators to improve efficiency, flexibility and good connections at fair prices. That is part of a bigger campaign to get Isle of Wight council to develop a plan for building infrastructure for all transport on the island. Hence his proposal for a taskforce to review the whole of the island’s transport infrastructure, look at what is needed and identify a solution.

[Mr Andrew Turner]

Will my right hon. Friend encourage members of the public and businesses such as Red Funnel, Wightlink and Hovertravel, as well as the council, to look at the issues as soon as possible?

[Mr Hayes]

I want to go a lot further than that, because my hon. Friend has made a persuasive case tonight. If Adjournment debates mean anything, they mean Members influencing how the Government do their business, as I know you would acknowledge, Mr Speaker. It would be helpful for me to meet my hon. Friend, the different ferry operators and perhaps other interested parties, such as the local council, to hear at first hand the challenges that they face and to encourage their participation in exactly the kind of holistic review of transport infrastructure that, as I know, is so dear to his heart.

It would be my pleasure to host the review, which should work, where appropriate, with bus and train operators to co-ordinate departures and arrivals of services to facilitate journeys, and should consider the long-term transport needs of the island’s residents and visitors. It would have to be done with a bottom-up approach, led by those who know best—those who deliver the services and those who know the needs of the island—but if we can act as a facilitator or co-ordinator, I will be delighted to do so.

My hon. Friend has done a great service to the House by drawing its attention to the kind of imaginative approach that he outlined and which I have endorsed. The Government very much support such an approach. As he knows, we have adopted it with local enterprise partnerships, which bring together local authorities and businesses to agree infrastructure priorities in their area for which they can bid for local growth fund resources. It is only by working together that businesses and local government can ensure that funding decisions made by central Government have the relevant impact in meeting local peoples’ needs. That is precisely what my hon. Friend has epitomised—indeed, one might say which he personified —in his helpful contribution.

I have no desire to delay the House unduly, but I must suggest that my hon. Friend work closely with the Isle of Wight council—he mentioned this himself—to establish a team or what we might call a taskforce to prepare the terms of reference so that we can begin to put together the plan that he outlined to me briefly in private and has now described to the House.

As my hon. Friend spoke tonight, I thought of Dryden, as I am sure you did too, Mr Speaker. Dryden said:

“Fairest Isle, all isles excelling,

Seat of pleasures, and of loves;

Venus here will choose her dwelling,

And forsake her Cyprian groves.”

I do not think that Dryden was speaking of the Isle of Wight, but he might well have been. In bringing these matters to the House’s attention, my hon. Friend has not only won my support for the concept of examining them in a more rounded way, but done a great service to his constituents, once again confirming himself as the lord of his isle.

Question put and agreed to.

Oral Answers to Questions

Andrew Turner Excerpts

Thursday 10th July 2014 Commons Chamber

[The Parliamentary Under-Secretary of State for Transport (Mr Robert Goodwill)]

The Secretary of State was on breakfast television today making it quite clear what the new rules will be, and making it clear that passengers travelling to and from the UK may be required to demonstrate at the departure gate that their electronic devices can be powered up. I know that airlines are taking steps to ensure that this can be addressed in a number of ways—for example, people can be reunited with their devices or charging facilities could be made available—but it is important that we react to this new security threat in a way that continues to protect the travelling public.

[Mr Andrew Turner (Isle of Wight) (Con)]

T6. Governments sometimes help with one Department but take away with another—on this occasion the non-ministerial Her Majesty’s Revenue and Customs. Will my hon. Friend make an assessment of the Isle of Wight’s connectivity and the impact on the Solent growth deal of HMRC removing the island’s ferry services from the tonnage tax regime? HMRC says it is not going to sea, which sounds a bit odd.

[Stephen Hammond]

My hon. Friend has lobbied me on a number of occasions about the island’s ferries. In this particular regard, qualification for the tonnage tax is a matter for HMRC. It is our understanding that since 1 July 2005 ferries have had to be operating at sea to qualify for tonnage tax. The cross-Solent ferries are regarded as operating within an estuary, as opposed to the sea, and therefore do not qualify, so there is no impact on the Solent growth deal in respect of these services.

High Speed Rail (London - West Midlands) Bill: Select Committee

Andrew Turner Excerpts

Tuesday 29th April 2014 Commons Chamber

[Mr Goodwill]

We do not believe that the £20 fee is prohibitive. Of course, if some of the amendments were agreed to today, we could have a situation in which e-petitioning was allowed, and at the same time no fee was payable, and we could find the work of that Committee being frustrated by large amounts of electronic petitioning, perhaps done in a vexatious way designed to hinder the progress of the Bill, rather than to improve it, as the petitioning process is designed to do.

[Mr Andrew Turner (Isle of Wight) (Con)]

Could such complaints from a number of sources be combined and presented with one £20 note, or would a £20 note have to be submitted for every person involved?

[Mr Goodwill]

I can allay my hon. Friend’s concerns. Yes, a group of people can petition together and only one fee is payable. The people who petition can appear at the Committee, and they can be represented by an agent or by a number of people from that group. I do not feel that the fee is prohibitive. It is set by the House and has not increased since 1988. It is a matter for the House to administer these costs, not a matter for the Government. Members might like to raise the question with Mr Speaker, as it is a House matter.

High Speed Rail (London – West Midlands) Bill

Andrew Turner Excerpts

Monday 28th April 2014 Commons Chamber

[Mr Andrew Turner (Isle of Wight) (Con)]

I am grateful for the opportunity to highlight some of my concerns over HS2. There are a number of issues that I believe make the proposal untenable. I will try to cover them as briefly as I can.

First, we are told that HS2 will produce a good return on investment. If that is really the case, why are private companies not tumbling over themselves to fund the project, instead of using taxpayers’ money, which, as we know, is in short supply? In 1844, over 3,500 miles of rail track were sanctioned. For various reasons, the cost was in the region of £40,000 per mile. Those lines were built entirely by private sector enterprise. Why is that approach not appropriate this time?

My second concern is that we are proposing to build a brand new railway at such great expense. Why are we not looking to increase capacity on existing rail lines and routes? The Government say it is no longer about high speed, so I am not entirely clear what it is all about.

[Mr John Baron (Basildon and Billericay) (Con)]

On expense, does my hon. Friend agree that at a time when we are struggling with the deficit and yet still adding to our national debt, the last thing we need is a £50 billion white elephant?

[Mr Turner]

My hon. Friend makes that point very clearly, and I agree with him.

The Great Central Railway was opened in 1899. As we have heard from the hon. Member for Wythenshawe and Sale East (Mike Kane), its purpose was to link the big northern cities with London with the fewest possible stops—in other words, fast links between London and the north. It was the last complete mainline railway built in Britain until HS1. If that sounds familiar, the route is still there through Rugby, Leicester, Nottingham and, as he mentioned, Manchester.

My third concern is that this does not benefit the whole country despite the tax bill funding it being spread across the whole UK. There is no benefit for the west country, for south and mid-Wales, or even for the south of England. There is no benefit for East Anglia or for the east of the country up to Doncaster.

[Martin Horwood (Cheltenham) (LD)]

Speaking as an MP from the west country, I would say that it will benefit us because it will give us faster journey times via Birmingham to London and points north. It will also benefit the whole environment and it will benefit the infrastructure and capacity of the entire rail network. That will benefit all of us.

--- Later in debate ---

[Mr Turner]

The Liberals always believe in spending money rather than putting it in the right pockets, which are those of the people it was taken from.

Of course, I am very concerned because there is no benefit visible for my constituents on the Isle of Wight, who are being asked to pay for a service that the vast majority of them will never, ever use. Although 100% will pay, only 2% of the population use the railways. Of course I realise that the Government must act in the national interest, but I simply cannot see that this is the case on this occasion. When this was a Labour idea, I thought it was wrong, and I still think it is wrong now that it is being pushed forward by the coalition.

One of the arguments given for this project is the economic benefits a high-speed connection to London will bring. Doncaster already has a fast rail link to London, combined with an international airport and good road links, yet in the 2010 index of multiple deprivation it came out 42nd worst of 318 boroughs in England.

We seem to be under the misapprehension that in order for them to make a decent living, we must drag people from the north down to London, which has an overheated property market and the highest cost of living in the UK. Surely it would be more effective, as well as more sustainable, to link northern cities with each other to deliver economic growth.

In these times when we expect local councils to tighten their belts and we ask residents in all our constituencies to be realistic about what can be funded, I believe this plan is both misguided and unaffordable. I am very sorry that I will be unable to support the Government tonight.

Rolling Stock (North of England)

Andrew Turner Excerpts

Wednesday 12th March 2014 Westminster Hall

[Several hon. Members]

rose—

[Mr Andrew Turner (in the Chair)]

Order. I will set a time limit of four minutes in the expectation that it may have to be reduced.

--- Later in debate ---

[Several hon. Members]

rose—

[Mr Andrew Turner (in the Chair)]

We have four minutes left and four speakers. Tom Blenkinsop, you have one minute.

[Tom Blenkinsop (Middlesbrough South and East Cleveland) (Lab)]

Thank you, Mr Turner. Given the shortness of time, I will get to the nub of the issues facing my constituents. First, there is the rolling stock. My fear for people in Middlesbrough and the wider Teesside conurbation is that the mainline services that link York with Blackpool and Liverpool will be given priority over the peripheral lines going north. That links into the lack of electrification on the east coast line to the north of Northallerton. Those two issues together cause fear for people in Middlesbrough and the wider Teesside area.

The rolling stock leasing companies are an issue. The TransPennine service was created by the state under British Rail and that model has survived until today, which is testament to its ability to assess the market then and going forward. In November 1995, the ROSCOs were sold for a combined sum of about £1.7 billion and, in 1996, they generated a combined pre-tax profit of £1.8 billion. We have three ROSCOs; one of which, Angel Trains, made a 60% profit in the seven months—

[Mr Andrew Turner (in the Chair)]

Order. I call Andy McDonald.

[Andy McDonald (Middlesbrough) (Lab)]

I would like to mention a couple of quick points. My hon. Friend the Member for Glasgow South (Mr Harris) referred to nationalisation. It has been pointed out that we have a nationalised system, with Nederlandse Spoorwegen and Deutsche Bahn operating franchises. The purpose of a railway system is not to provide people with an opportunity to extract value for their own benefit.

We, too, are plagued with the Pacer 142 trains, the performance of which is shocking. The travel time from Saltburn to Darlington is 53 minutes—Usain Bolt or a domestic cat could give those trains a run for their money. In fact, my wife’s grandma raced the trains years ago, and I think she could still do that now. The height of our ambition—

[Mr Andrew Turner (in the Chair)]

Order. I call Jonathan Reynolds.

--- Later in debate ---

[Yasmin Qureshi (Bolton South East) (Lab)]

I want to talk about the train service between Bolton and Manchester. The trains are incredibly overcrowded, especially during peak times. People often have to give up on one or two trains before they can get on one, and when they do they are completely squashed, as I know, because I travel on those trains myself.

The trains are small and need to be refurbished. We need more trains because those running between Bolton and Manchester are incredibly dangerous and overcrowded. A lot of people miss their trains as a result, and I have had letters from constituents who have lost their jobs because they have not been able to get to work on time and their employer has had no sympathy for the fact that they have been spending an hour or so travelling on a local train service.

It is regrettable that—

[Mr Andrew Turner (in the Chair)]

Order. I call Lilian Greenwood.

Oral Answers to Questions

Andrew Turner Excerpts

Thursday 19th December 2013 Commons Chamber

[Mr McLoughlin]

I do not know about needing to lighten up—I think the hon. Gentleman should look in a mirror. The simple point is that we are not short at all of investment in the railways. In the next five years—its next control period—Network Rail will invest £38 billion in the current railway system. It is vital that we get connectivity between our major cities. I have to say that some of the biggest supporters of HS2 are the northern leaders. If they thought it was going to do damage to their areas, they would not be overwhelmingly supporting it in the way that they are.

[Mr Andrew Turner (Isle of Wight) (Con)]

Can the Minister compare the expenditure of public money on HS2 with that on the ferries crossing the Solent to the Isle of Wight?

[Mr McLoughlin]

One gets ready for a lot of things in preparing for questions, but I am going to have to disappoint my hon. Friend, because I do not have readily available details on that particular line of questioning on HS2. I will most certainly look at the points he raises, but I point out to him that it is the wider investment in the whole of the United Kingdom’s transport infrastructure that we can rightly be proud of. I was very pleased to be in his constituency when a new mode of financing road repairs was used for his constituents.

Oral Answers to Questions

Andrew Turner Excerpts

Thursday 12th September 2013 Commons Chamber

[Mr Burns]

I can only assume that the hon. Gentleman, despite his 10 years as Chair of a Select Committee, when he was presumably assiduous about detail, has not read the KPMG report that was published yesterday, which categorically shows that the exact opposite is the case and that significant benefits are coming north of London. London gets some benefit but noticeably less than the northern parts of this country. That is why local authorities in the north support the project so much.

[Mr Andrew Turner (Isle of Wight) (Con)]

11. What assessment he has made of the (a) cost and (b) reduction in service of ferries between the Isle of Wight and the English mainland; and if he will make a statement.

[The Parliamentary Under-Secretary of State for Transport (Stephen Hammond)]

My hon. Friend will remember that I visited the Isle of Wight earlier this year, as did my right hon. Friend the Secretary of State. We are of course aware of the fares for the ferry services and of the level and frequency of service provided by the island’s three ferry operators. There has been no formal assessment. This is a competitive market, and it is for the ferry operators to decide the level of fares and services based on market conditions.

[Mr Turner]

The island’s ferries provide lifeline services and the repeated cuts damage our quality of life. Wightlink has enormous debts, which are paid for out of the island’s economy. I plead with my hon. Friends to enter into dialogue to consider how public service obligations can be introduced so that we have the certainty to build our economy and create more jobs.

[Stephen Hammond]

My hon. Friend will remember that I met him and a delegation from the island earlier in the year. I promised then to meet Wightlink, and have done so. There are more than 200 sailings to and from the island each day, so there is no apparent market failure. I hear my hon. Friend’s plea to put public service obligations in place and we will continue to keep them under review, but at the moment there is no case to do so.

Cycling

Andrew Turner Excerpts

Monday 2nd September 2013 Commons Chamber

[Jane Ellison (Battersea) (Con)]

I am grateful to have the opportunity to speak in the debate and very pleased that the Backbench Business Committee could find the time for it. It follows a very successful and over-subscribed debate in Westminster Hall last year and perhaps illustrates the point that very over-subscribed debates in Westminster Hall can transfer to the main Chamber and attract even more speakers, as today’s debate has done.

I speak as an occasional cyclist daughter of a serious veteran road-racing cyclist father. I want to talk today about London in particular and some of the measures that have been adopted here.

I will first say a bit about why cycling is so important in my constituency. There was an enormous reaction last year in Battersea to The Times’ “Cities Fit for Cycling” campaign. The average age of people who live in Wandsworth is 32, so that is probably also typical of my constituency. Many people cycle to work and for pleasure, and from quite a wide demographic range, although I agree about the need to widen it, which will set up a virtuous circle. As an occasional cyclist, I know that it can be very off-putting to go into a cycling shop with an old bike and hear three young men in Lycra leaning against the counter saying, “Poor old girl”—I am never quite sure whether they are talking about me or the bike. I encourage all cycling shops to remember that they will do better if they are open for business to everybody, including those who might not be such serious cyclists.

[Mr Andrew Turner (Isle of Wight) (Con)]

Will my hon. Friend give way?

[Jane Ellison]

I will give way, but only once.

[Mr Turner]

One thing to consider is that in the UK there are around 25,000 bicycles but in Germany there are 360,000, and the difference is that many of those bicycles are electric, which can help even the elderly to cycle.

[Jane Ellison]

I thank my hon. Friend for that intervention. Electric bikes have had a few honourable mentions in the debate so far, although I am not an expert.

In London, cycling is set to double over the next 10 years. However, as was pointed out earlier, cities such as London were not designed for cycling; it is a very old city. We must therefore take every opportunity offered by redevelopment to make it more suitable for cycling. We are certainly seeing some innovative thinking in my borough, as I mentioned earlier.

High Speed 2 (Ancient Woodlands)

Andrew Turner Excerpts

Wednesday 3rd July 2013 Westminster Hall

[Mrs Gillan]

I am sure that the Minister will want to respond to that point. Walking in any wood is a great pleasure, but if you go down to the woods today, Minister, you are in for a big surprise, because there are many people throughout this country who feel strongly about our habitat, our woods and our natural heritage.

The draft environmental statement goes on to say that the proposed woodland planting will have a beneficial effect that will be significant at the district and borough level. However, the view of our environmental organisations is that it is unacceptable to claim that the effect will be beneficial when the woodland planting will be only partial compensation for the loss of ancient woodland.

The draft environmental statement also says that one aspect of the design of the proposed scheme is to avoid or reduce impacts on features of ecological value. It refers to constructing a green tunnel next to South Heath in my constituency to reinstate habitat continuity in the area. However, ancient woodland at Sibley’s coppice would be destroyed to create that cut-and-cover green tunnel, and the avoidance of ecological impact is almost impossible. Strip planting schemes are proposed that purport to replace the loss of our ancient woodland, but the habitats of certain animals and organisms cannot be joined up across a road. Some of the claims that are made in the environmental statement need close evaluation because I do not believe that they do what they say on the tin.

Natural England states that ancient woodland is a system that cannot be moved. The baldness of that statement makes me believe that no matter what the Minister says about grand plans for replacing our ancient woodland, once it is destroyed, it is destroyed. We need to accept that, and to admit that that is what the scheme will do.

[Mr Andrew Turner (Isle of Wight) (Con)]

Is an ancient wood an ancient wood, or are there different types of ancient wood? In other words, would one find the same things in Chesham and Amersham as in Lichfield, for instance?

[Mrs Gillan]

I honestly cannot answer my hon. Friend with accuracy; I can answer only from my own experience. In Mantle’s wood, for example, we have the most magnificent cherry trees, which are native to the Chilterns. One can see that they have been there for years by the huge size of their trunks, their shininess and the rings on their bark. They are absolutely magnificent. It is a mixed wood; there are even oaks and beeches growing there. In the Chilterns and our area of outstanding natural beauty, we were famous for making beechwood furniture. I imagine that there will be some commonality across the country, but each wood is bound to have a unique and different nature, wherever it is, which makes it irreplaceable.