Transport: North-east

Chi Onwurah Excerpts

Wednesday 23rd November 2016 Westminster Hall

[Chi Onwurah (Newcastle upon Tyne Central) (Lab)]

I apologise for arriving after the start of the speech of my hon. Friend the Member for Houghton and Sunderland South (Bridget Phillipson).

[Sir Edward Leigh (in the Chair)]

Don’t worry. We started early.

[Chi Onwurah]

Thank you, Sir Edward.

I congratulate my hon. Friend on securing this debate on a subject that is so important to all our constituencies. Transport in the north-east is a critical part of our infrastructure. My time is short, so I want to make four points about roads, rail, buses and industrial strategy.

The hon. Member for Berwick-upon-Tweed (Mrs Trevelyan) said that everyone has to have a car in rural Northumberland, but I know constituents of hers who do not have one. The bottom line of a transport strategy should be to have a public transport system that enables ordinary working people to go to work, universities and schools without having a car. The fact that a Member of Parliament who represents Northumberland believes that her constituents have to have a car is significant. It is true that the bus services in Northumberland are often very poor—I have experienced them—but I hope the Minister will commit to delivering transport infrastructure in the north-east that enables my constituents to go about their normal work and leisure business without having a car.

I listened closely to today’s autumn statement, and I did not hear the looked-for and somewhat trailed investment in transport infrastructure. My understanding is that the dualling of the A69 has been replaced by dualling of the A66. If that proves to be the case, I would like the Minister to explain why we cannot have the investment across the north that we need to ensure we have proper transport links, and why investment in our road infrastructure is piecemeal and on such a limited scale.

[Mr Iain Wright]

On the subject of transport capital investment and today’s autumn statement, if the Government are keen on rebalancing the economy so that it works for everyone, why is the Cambridge-Milton Keynes-Oxford growth corridor worthy of a designated budget line in the autumn statement when there is nothing in there for the north-east?

[Chi Onwurah]

I thank my hon. Friend, the Chair of the Business, Energy and Industrial Strategy Committee, for making such an important point, which I will come on to properly later. I agree wholeheartedly with the implication of his comments. The economic contribution of effective transport infrastructure for the north-east is not recognised in the same way as it is recognised in London and other areas of the south. That absolutely has to change if we are to have any hope of rebalancing our economy and making it more resilient and distributive across the country.

[Mary Glindon (North Tyneside) (Lab)]

My hon. Friend set out what she will speak about, but airport passenger duty is also important to the economics of the north-east. Our airports play an equally valid and massive role in helping our economy. We heard nothing today about what will happen with regard to Scotland, but it will be detrimental to our north-east airport if the Scottish Government reduce APD.

[Chi Onwurah]

Given the interest in and strategic importance of transport, I will focus on the issues I set out, but my hon. Friend makes a critically important point. Newcastle airport is a vital part of our economic infrastructure. Naturally, it competes with airports in Scotland. The lack of a decision today—I am not sure whether it has been kicked into the long grass or into orbit—is detrimental to economic certainty at a time of great uncertainty for many other aspects of our economic future.

Let me talk briefly about rail and the metro. I was nine or 10 when the metro came into being. It was a fantastic, highly advanced network that was ahead of its time—I think it was the first network in Europe or the world to be accessible to disabled people—but 40 years later we are using exactly the same rolling stock. Is that believable? Hitachi recently told me that it can deliver trains that would provide what we have been talking about—an extended light rail and metro service across a greater part of Tyne and Wear and the north-east. I hope the Minister will commit to that investment, because we need transport infrastructure and a metro without delays to support the kind of economy we want.

Most of Newcastle Central’s transport is about buses. We have a number of metro stops, but for most of the west of my constituency and parts of the north it is about buses. The failure of bus deregulation in Tyne and Wear has been so patently obvious for so many decades that it beggars belief that we are still debating it today. Outside my constituency office near Central station in Newcastle two No. 1 buses leave in totally different directions, one going north, one south—they both have the same number, because obviously that puts them at the head of some queue. It is totally incomprehensible to those who have lived in the city for many years, never mind visitors.

As my hon. Friend the Member for Houghton and Sunderland South discussed, we should not still be debating the lack of integrated bus transport in 2016, when we have seen the success of, for example, the Oyster card and the integrated system in London. I really cannot believe that the Minister will stand up to say that Tyne and Wear and my constituents do not deserve some control over a bus system that is so important to them simply because of the lack of a mayor.

Why is this all so important? As my hon. Friends the Members for Hartlepool (Mr Wright) and for Houghton and Sunderland South said, transport is important because it is part of our economic infrastructure and the north-east having critical mass.

[Julie Elliott]

On economic infrastructure, does my hon. Friend agree that given the recent enormous investment in Newcastle Central station, investment in Sunderland station—which is just as large a city—needs to be addressed by Network Rail? The station does not even have a toilet for public use, never mind the rest of the upgrading. Influence from the Government needs to be exerted, because the local authorities and Nexus for the combined authority have put aside a significant amount of money for their part in any investment, but it is up to Network Rail, which is simply not doing anything at the moment. Urgent investment is needed to upgrade the facilities for what is a very large city.

[Chi Onwurah]

I thank my hon. Friend for her intervention, which gives me the opportunity to support investment in Sunderland’s infrastructure—[Interruption.] I know I am going into controversial territory, but I shall plough ahead regardless. As she mentioned, investment has gone into Newcastle Central station and, although the work was painful and disruptive, we now have a fantastic gateway to the city, as well as much improved facilities. Sunderland was equally part of the great industrial revolution and the investment in and birth of the railways. For its history, as well as for its present and future economy, it merits the facilities of a great industrial and manufacturing city.

All this is so important because, as a region, we need critical mass if we are to compete effectively nationally and internationally. We need people to be able to travel to work in less time, so that we can benefit across the region from skills in Sunderland, Newcastle or Durham. We are a distributed region, with a relatively low population by comparison with other regions around the country, so an integrated and effective transport system is even more necessary for us. The talents of everyone and all our businesses and working people could then be shared throughout the region. If the Minister cannot commit to the sort of investment that we have outlined, all the talk—of a northern powerhouse spreading beyond Manchester, of rebalancing the economy to support the regions and of delivering some type of certainty post-Brexit to enable business investment in our region—will be as nothing against the lack of any action.

Oral Answers to Questions

Chi Onwurah Excerpts

Thursday 28th April 2016 Commons Chamber

[Claire Perry]

Nobody could be more assiduous in calling for those service requirements than my hon. Friend, but we must not have services to cities such as Cheltenham lost as a result of a change that he is requiring. I can confirm that discussions are ongoing. We have asked CrossCountry to report on the best way to deliver the services that he is talking about, and I am looking forward to discussing that with him shortly.

[Chi Onwurah (Newcastle upon Tyne Central) (Lab)]

Despite the Secretary of State’s pride in the Pacer announcements, there remains huge under-investment in transport in the north, compared with London in particular; the ratio is 24:1. Ministers are now saying that they are going to cut the subsidy to the Northern franchise by up to 85%. Does he really think it adds to the credibility of the northern powerhouse if it takes half a day to cross it, in trains that are better suited to a railway museum than a railway system?

[Claire Perry]

I would sometimes like to offer Opposition politicians another briefing about what these new franchises are going to deliver. It sounds a bit like “The Generation Game”, but thanks to my Government, the hon. Lady’s constituents will be rid of those outdated trains, and will get many more services of a much better quality; that will be delivered at less cost to the taxpayer. Only a Labour politician could argue for worse services and more subsidy.

Oral Answers to Questions

Chi Onwurah Excerpts

Thursday 29th October 2015 Commons Chamber

[Susan Elan Jones (Clwyd South) (Lab)]

5. What recent assessment he has made of the effectiveness of his Department’s policies on increasing access to public transport for disabled passengers.

[Chi Onwurah (Newcastle upon Tyne Central) (Lab)]

11. What recent assessment he has made of the effectiveness of his Department’s policies on increasing access to public transport for disabled passengers.

[The Parliamentary Under-Secretary of State for Transport (Andrew Jones)]

We have made significant progress on increasing access. By the end of the year, we expect around 75% of rail journeys to start or end at a step-free station. That is an increase from around 50% when the Access for All programme started. That programme will deliver 151 step-free routes at stations this year. On the buses, only 57% met accessibility regulations in 2009-10. That number is now nearly 90% and rising.

[Andrew Jones]

I am aware of the installation of the new footbridge at Chirk station, which will vastly improve the facilities there, but I do not recognise what the hon. Lady says. The Access for All programme has been a great success. We are building on the success of the programme that was launched by the previous Government. So far, £386 million has been spent and about 1,200 stations have benefited from smaller-scale improvements. To build on the success, a further £160 million of funding has been allocated in the last year, which will extend the scheme to a further 68 stations.

[Chi Onwurah (Newcastle upon Tyne Central) (Lab)]

I am sure that you, Mr Speaker, and the Minister will join me in congratulating Northumbria University on its new chancellor, Baroness Tanni Grey-Thompson. [Hon. Members: “Hear, hear.”] Thank you. To get to Newcastle, the chancellor has to propel herself up the impossibly steep footbridge ramp at Eaglescliffe station, which is treacherous in difficult weather. Network Rail says that it cannot afford to put in a lift. Is that the result that the Government expected when slashing the Access for All grant by 42%?

[Andrew Jones]

Baroness Grey-Thompson is an extremely impressive figure and the university will benefit from her involvement.

--- Later in debate ---

[Mr McLoughlin]

I am sure that that is meant to be a helpful question. In the run-up to the spending review, it is not.

[Chi Onwurah (Newcastle upon Tyne Central) (Lab)]

T9. As a chartered engineer and a member of the Institution of Engineering and Technology, I was horrified to learn that software engineering had apparently been used to cheat legitimate regulation and possibly undermine public health. The Secretary of State has criticised Volkswagen, but what discussions has he had with the professional bodies, the Minister of State for Skills and the automotive industry to ensure that this sort of dark engineering has no place in our cars?

Tyne and Wear Metro

Chi Onwurah Excerpts

Wednesday 1st July 2015 Westminster Hall

[Mrs Emma Lewell-Buck (South Shields) (Lab)]

I beg to move,

That this House has considered the performance of the Tyne and Wear Metro.

It is a pleasure to serve under your chairmanship, Mr Gray. I secured the debate because my constituents are quickly losing patience with the Metro service, which is unreliable and overdue for investment. Barely a week goes by without me being contacted by people who are fed up with delayed or cancelled services making them late for work, preventing them from getting their kids to school, or keeping them from important appointments. A quick glance at Metro’s Twitter feed shows why. On most days, some sort of delay or cancellation is reported, not to mention the numerous other faults that disrupt passengers’ journeys, such as broken ticket machines—that happened again today—and information boards that give out misleading or incorrect information. Last winter, the service was so poor that only 64.5% of trains arrived on time, which means that more than one in three trains was late.

These problems occur so frequently that commuters have created a Facebook group called “Sort out the Metro”, which attracted hundreds of members in only a couple of weeks. Nearly 3,000 people have signed a petition calling for the Department for Transport to begin an independent review of our Metro services. These are not just annoyances; people rely on public transport to get them to where they need to be, and there are real consequences when the network fails them. One woman from my constituency wrote to me to explain the effect that delayed services have on her family. She explained that her husband uses the Metro to travel to his job in Gateshead, but failed trains mean that he can never guarantee that he will arrive on time. When he is three minutes late for work, he is docked 15 minutes’ wages. When he is 15 minutes late, he loses half an hour’s pay. Those may seem like relatively small sums of money individually, but when multiple journeys are delayed each week, the amounts soon add up.

The problems do not end there for my constituent. She explained that she works evening shifts, so if her husband’s train home is delayed, there is no one to take care of their young child. Either she has to be late for work, or she has to find a last-minute babysitter. Public transport is supposed to make people’s lives more convenient, but for her family it is doing just the opposite.

[Chi Onwurah (Newcastle upon Tyne Central) (Lab)]

I congratulate my hon. Friend on securing this debate and on the excellent points that she is making about the importance of the Tyne and Wear Metro. I am probably showing my age by saying that I remember the Tyne and Wear Metro launching. I remember how proud we were that it was the first light rail system in the country to be entirely disabled-accessible. Looking back, can we not see that the current problems are testament to a failure of investment, which we need right now in the Tyne and Wear Metro?

[Mrs Lewell-Buck]

My hon. Friend makes an excellent point, which I will come to later. When the investment is there and our Metro is working properly, it is brilliant and it serves our area well. At the moment, however, the lack of investment really shows, and it has an impact on all our constituents.

--- Later in debate ---

[Julie Elliott (Sunderland Central) (Lab)]

As ever, it is a pleasure to serve under your chairmanship, Mr Gray. I congratulate my hon. Friend the Member for South Shields (Mrs Lewell-Buck), my constituency neighbour, on securing this important debate, which centres on the performance of the Tyne and Wear Metro service, but I will also address the service’s future, to which she alluded.

In the past nine months for which figures are available, 42,749 excess minutes were recorded, which is more than double the Metro’s target. Causes include power failures, leaves on the line and train malfunctions. The majority of complaints received were due to train service performance. I live near a Metro station, so my family and I understand the Metro’s benefits all too well. The Metro is and has been a great service, and I remember when it first started. [Interruption.] We are all showing our age this afternoon.

The Metro has not been reliable over the past few years. If I turn up in the morning to catch the Metro to Newcastle to get a train down here—when I am not getting a Sunderland train—a delay can make the difference between catching my train and not catching my train. The Metro runs to the airport, so it has to be reliable. People have to be at the airport a certain amount of time in advance, and people have complained to me that they have missed flights because of problems with the Metro. Part of the issue is that there are not many public transport alternatives. It is not like London, where if the buses go off, the tube is there; or if the tube goes off, there are lots of buses. In the north-east, people who live within travelling distance of the Tyne and Wear Metro rely on that service and, historically, it was very reliable. The benefits of living near the Metro are great, but the problem is that it needs to be reliable.

People are not just being penalised for losing minutes at work; they can lose their job if they are consistently late for work. Employers are not interested in why people are late for work, but in whether they are there on time to do the job they are paid to do, and I totally understand that. It is a very serious problem. Of the 502 complaints in April and May this year, most were to do with train service performance. It is a real issue across the piece.

[Chi Onwurah]

My hon. Friend makes a very important point about the impact of train delays. Does she agree that productivity is one of the key challenges that we face, as the acting leader of the Labour party, our right hon. and learned Friend the Member for Camberwell and Peckham (Ms Harman), said this morning? We are 30% behind other countries when it comes to productivity. Excellent transport links are important for productivity, but my hon. Friend has given various examples that show how it is being undermined by bad transport.

[Julie Elliott]

I thank my hon. Friend for that intervention. It is absolutely true that productivity is essential. Economically, the north-east is one of the most productive regions in the country. We are still the only region that has a positive balance of trade. We export enormously, which is something to be proud of, but people have to get to their jobs to be able to create that productivity.

It is clear that Nexus will have to procure a new fleet of trains to meet identified customer demand. The number of people travelling on public transport goes up all the time. From an environmental point of view, that is important. As has been said, the fleet started carrying passengers in 1980. The refurbishment going on at the moment will take it to around 2025, but further refurbishment is not cost-effective. The trains are cranky and noisy, and there is a limit to what can be done with old stock. By the middle of the next decade, the trains will represent 50-year-old technology, with all the problems that go with that, including low levels of reliability, poor energy efficiency and poor compliance with accessibility legislation. When they were introduced, they were trailblazing, but they are now old hat. As someone over 50, I understand the problems that getting older creates: you are not quite as good as you were a few years ago. New trains are critical. They will improve reliability and punctuality for the more than 38 million passengers who use the service every year.

I want to move on to the disparity in funding between the regions. According to recent research undertaken by the Equality Trust, if we combine bus and rail, the average amount of money in Government subsidy spent on transport for each household in the north-east is £139 a year. For those in the south-east it is £204. The figures speak for themselves. If the northern powerhouse is to amount to anything more than a vanity project for the Chancellor, he needs to put his money where his mouth is, and he needs to use the Budget next week to direct extra money into public transport in our region. A new fleet is central to securing a better, more punctual and energy-efficient Metro service. Given the costs involved, Government financing will be crucial. These things inevitably take time, so I urge the Minister to begin talks now to ensure that passengers in Sunderland, who rely on the Metro to go to work, attend hospital appointments and visit family and friends, get the service they need and deserve.

[Bridget Phillipson (Houghton and Sunderland South) (Lab)]

It is a pleasure to serve under your chairmanship, Mr Gray. I, too, congratulate my hon. Friend the Member for South Shields (Mrs Lewell-Buck) on securing this important debate.

The Tyne and Wear Metro is a critical part of the north-east’s transport infrastructure. For decades it has provided high levels of service, punctuality and customer satisfaction, running millions of journeys every year to ensure that the people of the north-east could get around quickly and efficiently. I am concerned to hear so many of the points raised by my hon. Friends today regarding the drop in operating performance. Valid concerns have been raised. Journeys are being affected by the age and need for upkeep of the rolling stock in use. Punctuality performance during the period of DB Regio’s operation has declined significantly: it is on average 8% lower than this time last year. Many travellers have also complained that when things go wrong, there is no information about what is happening and few viable alternative means of completing their journey.

I hope that as a result of today’s debate progress can be made to ensure that the Metro provides a reliable and affordable service. However, the Government have a role to play in ensuring that the Metro can meet its targets. One way to ensure that Nexus meets the plans it published last year in its “Metro Strategy 2030” document is for the Government to provide the funding necessary to secure a new fleet. This would reduce the number of technical issues that have arisen as a result of the 40-year-old rolling stock. We need upgrades to be carried out.

We heard from my hon. Friend the Member for Washington and Sunderland West (Mrs Hodgson) about the need to extend the Metro to Washington. That is certainly something that my constituents would support. The re-opening of the Leamside line would benefit many people across Sunderland. Another proposed extension is the new line that would run from Doxford International business park in my constituency. This would transform transport links in my area, giving local people rapid access to other parts of the city and the wider region, and it would allow local businesses to grow and create jobs through improved transport links.

The people in Houghton and Sunderland South deserve to see real improvements. The north-east continues to get a raw deal on public transport investment compared with other parts of the country. In London, when things go wrong, commuters have a wealth of options available, but when we have a problem on one part of the network in Tyne and Wear, there is a knock-on effect. In the north-east, when there is a problem with the Metro or when local buses do not run, passengers can be left stranded.

If the Government are serious about creating a so-called northern powerhouse in the north-east to drive economic growth, they must match their rhetoric with action and invest to create a truly integrated transport network. Joining up the Metro, local buses and other transport options will give passengers genuine choice as to how they travel, and options when things go wrong. It will also help commuters get to work, improve transport links for businesses and spur job creation.

[Chi Onwurah]

My hon. Friend makes very important points about increased investment, the extension of the Tyne and Wear Metro and integrated transport. This morning I headed off to an event outside Westminster. I used the new Tottenham Court Road station, which is part of the Crossrail investment. It is a beautiful station; I think it is excellent. Crossrail represents billions of pounds of investment in London. Does my hon. Friend agree that the north-east needs a suitably ambitious investment programme for its transport infrastructure?

[Bridget Phillipson]

Of course our capital city needs investment in the rail network to ensure it can function properly, so that we can attract jobs and investment, but so does the north-east. Unfortunately, in recent weeks we have had further confirmation that the Government remain lacking in commitment when it comes to investment in transport infrastructure in the north. In my constituency, we do not benefit at all from the Tyne and Wear Metro. Many people use it, but we do not have direct links within the constituency, and for many of my constituents, the only option is bus travel. That is why I have campaigned so much to support what the combined authority has done on introducing a quality contract scheme.

If businesses are to continue to invest in the region and jobs are to be created, we need a more integrated network. We need a joined-up network so that people can be confident of getting to work on time, and so that businesses know that they can invest in an area with excellent transport links. The north-east has many excellent road networks and good links in many respects, but we are let down by public transport. The proposed Metro extension to Doxford is critical, and I hope to see the extension proposals in “Metro Strategy 2030” become a reality.

I look forward to the Minister’s response. I want to hear him outline the work that he will do, through the Department, to make sure that the Metro receives the investment it needs in the short term, and how he will work with Nexus and the combined authority to deliver the long-term investment in transport infrastructure that the north-east needs, particularly the investment needed over the next 20 to 30 years to extend the Metro and offer better transport options for the region to support the businesses, job creation and growth that we all want to see.

Oral Answers to Questions

Chi Onwurah Excerpts

Thursday 11th June 2015 Commons Chamber

The Secretary of State was asked—

[Chi Onwurah (Newcastle upon Tyne Central) (Lab)]

1. What assessment he has made of recent progress in improving disabled people’s access to public transport.

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

The Department for Transport’s 2015 annual progress report on promoting accessibility for disabled people on public transport has just been published, and it demonstrates good progress in achieving an inclusive transport system. The Government remain firmly committed to improving disabled people’s access to all public transport services.

[Chi Onwurah]

In Newcastle, we are proud that our Metro was the first in the country to be fully wheelchair accessible, and I hope that the Minister will support renewed investment in it. That vision of inclusive transport should by now include talking buses, given that the technology is so widely available, but the Minister has done nothing to ensure that is implemented and has cut by half the budget for accessibility, so when will we have inclusive public transport?

[Claire Perry]

The hon. Lady will be pleased to know that 83% of buses operating in the UK now meet legal accessibility requirements, and that will rise to almost 100% by the end of next year. She is right to focus on talking buses—something that she and I have worked on with the Guide Dogs for the Blind Association—but we have been advised that the cost of rolling that out across the country is prohibitively high. However, another way—I am sure that she, as a highly experienced digital expert, will approve of this—is to make all data on public transport open-sourced so that applications such as the Next Stop app, which is being trialled in Leeds, can be rolled out. That would give a much more personalised service to disabled people accessing public transport.

Oral Answers to Questions

Chi Onwurah Excerpts

Thursday 4th December 2014 Commons Chamber

[Mr Hayes]

While I focus—understandably, I hope—on the major changes that we are making as a result of this unprecedented road investment strategy, this extraordinarily bold and long-term vision, the hon. Gentleman is right that local roads matter too. That is why we are spending just short of £1 billion a year, and why we have planned to resurface 80% of the roads in the whole country. All roads, in the end, are local, aren’t they, and local roads will not be neglected under this Administration.

[Chi Onwurah (Newcastle upon Tyne Central) (Lab)]

4. What assessment he has made of the recent performance of east coast main line services.

[The Secretary of State for Transport (Mr Patrick McLoughlin)]

My officials meet East Coast and Directly Operated Railways on a regular basis to discuss the performance of the franchise. DOR’s financial accounts are published on its website on an annual basis.

[Chi Onwurah]

When the Secretary of State announced the reckless and ideologically driven privatisation of this beloved and excellently performing public sector service, he made a commitment on the frequency of services from Newcastle, but not their cost, so will he tell me now whether prices will go down or be frozen, or will they go up for the profits of Stagecoach and at the expense of my constituents?

[Mr McLoughlin]

As I announced last week on a very successful bid as far as Virgin-Stagecoach were concerned, they will reduce the costs on some of the most expensive tickets on that route. I would also point out that the Virgin-Stagecoach bid includes £140 million of investment, including £21 million on presentation and performance enhancements to the current fleet; £20 million on enhancements to the new intercity express programme fleet; and a £4 million fund for customer stakeholder improvement, among many, many more enhancements. If there was any party that reflected dogma last week, it was the Labour party.

East Coast Main Line

Chi Onwurah Excerpts

Thursday 27th November 2014 Commons Chamber

[Mr McLoughlin]

I do not think that I need to answer my hon. Friend’s questions, apart from the one about whether I was surprised by the attitude of the Opposition. The answer to that question is no.

[Chi Onwurah (Newcastle upon Tyne Central) (Lab)]

The Secretary of State’s idea of a public-private partnership seems to be “Private failure and public bail-out; private profit and public subsidy.” When I catch the train to Newcastle in two hours’ time I will ask the staff what they think, but in the meantime, can the Secretary of State confirm that there will be no reduction in direct services from Newcastle to London, no increase in prices—and no action from the Government when they fail to deliver on their long list of promises?

[Mr McLoughlin]

What I have announced amounts to extra points. But I see that we have now been joined by the right hon. Member for Edinburgh South West (Mr Darling). I can do no better than quote what he said when he was Transport Secretary:

“franchising is to ensure that we get better value in respect of the subsidy paid in the particular case”. —[Official Report, 1 February 2005; Vol. 430, c. 703-4.]

We also get better services. There will be increased services and faster services from Newcastle, and I think that the people of Newcastle will get a better deal.

Local Bus Services

Chi Onwurah Excerpts

Wednesday 5th November 2014 Commons Chamber

[Mary Creagh]

I think hon. Members will find that the green bus fund was actually started under a Labour Government.

Buses are key to tackling congestion and air pollution. Buses power the early morning economy—the shift workers, the security guards and the cleaners—and they power the night-time economy, bringing young people safely in and out of city and town centres to work and have fun. However, I do not think Ministers understand the importance of buses, because they and their friends do not use them. If they did, they would not have slashed bus funding by 17% in real terms in just three years. We have seen bus fares outside London rise by 25%, five times faster than wages. The frail and the vulnerable are disproportionately affected.

[Chi Onwurah (Newcastle upon Tyne Central) (Lab)]

My hon. Friend will no doubt be aware that Baroness Thatcher reportedly said that the man who finds himself on a bus after the age of 25 can consider himself a failure. Does she agree that that kind of contempt for buses is why Conservative Members can never champion the kind of good quality and good value services that our constituents need?

[Mary Creagh]

I think that comment dates from another time. I agree that the sort of prejudice against public transport in that comment is deeply unhelpful. I think that a man or woman who finds themselves on a bus at the age of 46, as I did this morning, has achieved a great deal in life. I want buses to be seen as an aspirational form of public transport, not something that people take only if they cannot afford something better.

--- Later in debate ---

[The Secretary of State for Transport (Mr Patrick McLoughlin)]

I welcome this debate, and may I take this opportunity to do something fairly unusual by welcoming the hon. Member for Wakefield (Mary Creagh) to her first Opposition day debate on transport even though she has been in her post for over 15 months? One could say it has been a long time in coming, but I hope this will not be like what sometimes happens with buses when we get two at once.

I certainly agree with the hon. Lady that buses matter and that they matter to a huge amount of people, and that sometimes their importance is overlooked. I could say that I think that has been overlooked by the hon. Lady, because she has not asked a single oral question about buses in all the oral questions to me as Transport Secretary in this House and, indeed, there have been only four written questions about buses from her to me or the Department. So I am pleased about her newly awakened interest in buses, and perhaps what awoke her interest was the announcement by the Chancellor of the Exchequer earlier this week on proper devolution to Greater Manchester, with a new, powerful mayor. That was announced by the Chancellor alongside many leaders, including from her own party—who did not keep their identity a secret, unlike, it would seem, those who attended the summit with the hon. Lady.

I must also say that, despite all the points the Opposition make about the state of the bus industry and the changing of the regulations so far as the cities are concerned, over 13 years in office they did nothing—despite all the grand programmes, over 13 years in power they did nothing.

[Chi Onwurah]

rose—

[Mr McLoughlin]

I cannot blame the hon. Lady because she was not here during those heady days of Labour party power, but if she wants to mount a defence for why her party did nothing in 13 years, I will give way to her.

[Chi Onwurah]

I thank the right hon. Gentleman for giving way so graciously. Does he agree with me that, by giving local authorities the power to institute quality contracts, the last Labour Government did do something for good services? Will he also join my hon. Friend the Member for Wakefield (Mary Creagh) in welcoming the fact that the North East combined authority is seeking to deliver good quality contracts for constituents?

[Mr McLoughlin]

The simple fact is that, if my memory is correct, it is legislation enacted in 2000 that allowed quality contracts to come in, yet none was introduced during that time. [Interruption.] I am saying no, but I will check the exact date.

I should point out that it is this Government who are making the difference—even Labour in the north know it now—and I am proud of our record on buses. So perhaps today, I can put straight a few of the facts; indeed, we might end up even agreeing. Let me spell them out. The motion today says that buses matter to the economy. Of course they do, which is why we have been investing heavily in them. The motion also says that bus use outside London is falling. I have some good news for the House and the hon. Member for Wakefield: actually, it is not falling at all; it is going up, reversing the trend we inherited from the last Government. In the last year alone, there have been 4.7 billion bus journeys in England, the highest number since records began. There is growth outside London as well—up 1.5% on last year. Buses in England are busier. In 2013-14, 16.1 billion passenger miles were travelled on buses in England, up from 15.2 billion in 2009-10—an increase of 900 million journey miles.

Transport in the North-East

Chi Onwurah Excerpts

Wednesday 15th October 2014 Westminster Hall

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

I congratulate my hon. Friend the Member for Houghton and Sunderland South (Bridget Phillipson) on securing this important debate. What has come out of it so far is that there is a degree of consensus on some of the issues, so I do not wish to sound like the little boy who says the emperor has no clothes, but I have serious concerns about the quality bus contract going before the combined authority on 22 October. I will also briefly touch on the issues of rail and air.

The quality contract proposals have been in gestation since 2011—longer than the pregnancy of an African elephant. If we look at what is proposed, we have to question whether we have a solution looking for a problem, rather than a problem looking for a solution. The quality contract legislation was rightly introduced to address market failure. I accept what hon. Members have said about bus services being withdrawn, and that is market failure in terms of the effects on our constituents. However, no one can argue that the bus market in the north-east is failing from an economic point of view.

I have grave concerns about the quality contract. The impact on my constituency, in County Durham, and on the areas represented by Members from Northumberland, will be quite pronounced. The proposal from the combined authority provides for an exclusive contract to run all bus services in Tyne and Wear, but we must understand that people’s transport movements do not recognise local authority boundaries—that is the problem with the proposal. The hon. Member for Stockton South (James Wharton) suggested a solution that looked at the entire north-east, and that would be a better solution.

The quality contract is also being sold on the basis that it is the only way we will get an Oyster-type system. No, it is not, because advances have already been made on that issue. I support those moves, as I think all elected Members from the north-east, from all political parties, would, because they will make travelling easier. However, I do not recognise the argument put forward by the hon. Member for Hexham (Guy Opperman) that the ticketing system at the moment is very complex. It is not. The Tyne and Wear ticket system is one of the most integrated anywhere in the country. Likewise there is an integrated system in County Durham, with moves by bus operators on shared ticketing and making sure that people get the lowest prices. Yes, there is a need for action to improve integration across the region, but I do not think that there is a need to go down the quality service contract route to achieve that.

My constituency borders Tyne and Wear and it is a commuter constituency these days. The days of large-scale employment in coal mines are gone. People commute northwards to Sunderland and Newcastle, and southwards to jobs in Teesside. Twenty-five per cent. of the cross-border bus traffic originates in Tyne and Wear, and that is part of the problem with quality contracts. Those are the bus companies’ most profitable routes. That profitability sustains the rest of the bus network in rural County Durham and infrastructure such as Stanley bus station, and the bus station in Chester-le-Street. If that profitability were to be taken away there would be serious problems. My fear about Tyne and Wear’s proposals is that without that profitability there would be a direct problem in County Durham—and not just with sustaining the existing bus network; the system would affect garages and local employment, because of closures. With the franchise, there will be only one winner—the bus company that wins the prize of running buses in Tyne and Wear. There are currently three operators in my constituency and two will be losers. That will have a direct effect on the funding of existing services. I am also concerned that with the knock-on effect of the through route to Teesside and other parts south of the county bus operators will find it difficult to make the necessary profit.

Many of the ideas for the bus quality contract have not been really thought through. It is not possible to detach, somehow, rural County Durham and Northumberland from Tyne and Wear, as is being proposed.

[Chi Onwurah (Newcastle upon Tyne Central) (Lab)]

My hon. Friend makes some interesting points about profitability, but do I understand him right? Is he arguing that the bus companies should be allowed to maintain excess profits on some routes so that they, the private sector, rather than our elected representatives, can decide how to subsidise rural routes?

[Mr Jones]

I am sorry; that is what actually happens in practice with bus operators. There is an argument that somehow it is nasty to make a profit; but there are profitable routes, and that is nothing to do with the bus companies. The main route from Chester-le-Street to Newcastle, for example, is a profitable route. Why? Because people use it. That is a matter of fact, and irrespective of what politicians say it will not change. People vote with their feet and use the route.

[Chi Onwurah]

I certainly was not arguing that making profits is in some sense wrong. I was arguing—and it is market economics—that making excess profits is wrong, and it should not be for the private sector to determine which routes to subsidise with, effectively, public money. It should be for democratically elected representatives.

[Mr Jones]

No, I am sorry; my hon. Friend does not understand the system. [Interruption.] I am sorry, but she does not. If there are subsidised secured routes that are paid for by the taxpayer, the taxpayer can determine where they go. That is nothing to do with the bus company. My hon. Friend spoke of excessive profits, on those routes that are profitable, but there has to be money in the system; she should be aware, as I think many people are not, that under the current proposals Tyne and Wear council tax payers—I am not one—will underwrite its bus service system, with consequences for them if passenger numbers go up or more subsidy is needed.

I am not arguing for the old free-for-all, but that is not what we have. I remember the disastrous days of bus deregulation in 1986, with buses chasing buses, but we do not have that system now. A far better way forward for us would involve some type of regulation—and if the threat could be used as a bargaining chip with the bus companies I would totally agree with that. However, it is not a panacea for every issue. Quite a few hon. Members have talked about bus services being withdrawn, but a quality contract will not prevent that. They will be withdrawn unless more money is put into the system.

The hon. Member for Stockton South raised an interesting point, which is one that I make constantly to officers in County Durham. The problem is that in some of the areas in question buses are not the solution. We need to think of more creative ways to transport people from isolated communities, such as taxi-buses or alert-buses. I accept what my hon. Friend the Member for Sunderland Central (Julie Elliott) said: even in urban areas there can be isolated places. We need a system to feed the people who live in those places into the main, profitable system. That would be far better than to think that the solution is a bus. Quaking Houses is a nice rural village in my constituency, but there is not the demand for a double-decker bus on a Sunday. Reactive taxi services, for example, could take people to central hubs that would feed them into the network. That is how we need to think—not just focusing on buses, but more creatively.

--- Later in debate ---

[Chi Onwurah (Newcastle upon Tyne Central) (Lab)]

It is a pleasure to serve under your chairmanship, Mr Caton. I congratulate my hon. Friend the Member for Houghton and Sunderland South (Bridget Phillipson) on initiating the debate and on the great work that she does to champion bus services.

I shall make just three points. First, on bus services, I have been a customer of Newcastle bus services since I was a baby, and it is a matter of regret to me that now every time I see a bus in Newcastle—there are still, thank God, a number of them—I am reminded of Baroness Thatcher’s ideological intransigence in deregulating bus services and imagining that the network economics of buses could serve the public interest. My hon. Friend the Member for North Durham (Mr Jones) asserts that there is no market failure. In that, he is right, inasmuch as this market could never have worked in the first place. Having worked for 20 years on building networks and studying their economics, I know that there is no way in which the unregulated free market can deliver the bus services that the people of the north-east need. As we have heard, it cannot bring together the combination of collaboration and competition to deliver bus services. The idea is wrong that certain routes need to be over-profitable so that the private sector can decide to subsidise other—[Interruption.] It should be for the public sector to decide which routes need to be subsidised. I will not give way, as I do not have time.

I would like the Minister to answer the question, specifically with regard to his support for quality contracts in principle, and assure us that the quality contract scheme board that will meet will look favourably on the principle of quality contracts while considering the proposal before it. I would also like to know whether he will discourage bus companies from launching appeals against the democratic will of the people.

While talking about buses, I find myself talking also about trains. As my hon. Friend the Member for Hartlepool (Mr Wright) will know, the class 142 Pacer units are literally old bus bodies on cheap chassis. My hon. Friend set out the points that I wished to make, but will the Minister also comment on the fact that nine trains in the rolling stock will be lost from the north-east to the home counties, as was reported recently? May I invite him to travel up, with other hon. Members perhaps, on the east coast line to the north-east to see the transport situation for himself? Perhaps on the way we could discuss keeping the east coast in public hands.

In the last few seconds of my speech, I want to mention cycling. We have a debate coming up on that, but I want to highlight the good work being done in Newcastle. The north-east has some of the lowest cycling levels in the UK, with just 8% of people currently cycling once a week. I pay tribute to the work that Newcastle city council, led by many members of the council who are cyclists themselves, has done so far, and to its commitment to support cycling in the city.

Oral Answers to Questions

Chi Onwurah Excerpts

Thursday 10th July 2014 Commons Chamber

[Chi Onwurah (Newcastle upon Tyne Central) (Lab)]

I apologise, Mr Speaker, for missing my earlier slot, as it were.

Newcastle airport grew its freight from £20 million in 2006 to £250 million last year, mainly on the back of the new Dubai route, but because it attracts more than 3 million passengers per year, it cannot have access to the regional connectivity fund, so what is the Minister doing to bring new routes to Newcastle and improve the economy?

[Mr Goodwill]

I was pleased that the Chancellor announced the regional connectivity fund. When I was at Newcastle airport in February, there was excitement about that. It is also looking to serve further routes. Although the limitation is for airports of fewer than 3 million passengers, there is a provision under exceptional circumstances to allow airports such as Newcastle with fewer than 5 million passengers to participate. We are having conversations with the European Commission to ensure that we can do something and that we do not breach any state aid rules.