Oral Answers to Questions
Debate between Martin Vickers and Lindsay Hoyle(6 months, 1 week ago)
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Martin Vickers (Cleethorpes) (Con)
Oral Answers to Questions
Debate between Martin Vickers and Lindsay Hoyle(1 year, 10 months ago)
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Mr Speaker
Mr Vickers, you had Question 1. You cannot have two bites of the cherry, as much as I am tempted! I know you want to talk about great Lancashire cheeses, but unfortunately you cannot. Let us move on to Craig Tracey.
Oral Answers to Questions
Debate between Martin Vickers and Lindsay Hoyle(2 years, 4 months ago)
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Martin Vickers (Cleethorpes) (Con)
Investment in South Yorkshire is important, but even more important is investment in northern Lincolnshire. Could the Minister give an assurance that he will work closely with me and with businesses in northern Lincolnshire, particularly to develop the renewable energy sector, in which we have great expertise?
Mr Speaker
I think there might be a link there somewhere—maybe a road. Carry on.
Local Bus Services
Debate between Martin Vickers and Lindsay Hoyle(9 years, 5 months ago)
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Martin Vickers (Cleethorpes) (Con)
It is clear that the hon. Member for Glasgow South (Mr Harris) is an optimist, looking forward to a Labour Administration next year. I cannot say I share his optimism on that.
Opposition day debates inevitably result in Opposition parties choosing a subject for debate in which they can make what they hope will be points that resonate with their voters, and attack the Government. I have to say that if that was the aim today, it has been a pretty weak attempt. We all recognise the importance of bus services: they provide access to work, hospitals and leisure facilities; and it is important that we mention that they provide essential services in rural areas and are vital to the countryside economy.
Do we need more regulation in order to achieve a solution? Of course, the Labour solution is always to produce more regulation. I am not wholly opposed to regulation—I recognise that some is necessary, and as long as the system works and is affordable, that is fine by me—but the key to better bus services is surely co-operation between local authorities and the private sector: it is partnership working.
I query the reference that was made to the loss of 1,300 bus routes. I suspect that some routes have in fact been merged, and I can give a number of examples. One of my own local authorities, in co-operation with Stagecoach, has just gone through that process.
We have heard that Opposition Members want London-style powers to make improvements. Of course, one cannot plan bus services in Cleethorpes, Barton-on-Humber or Fleetwood in the same way as those in our big cities, most notably London. Big cities are very different from the provinces and rural areas, and need different solutions. Is it seriously suggested that bus services under the control of cash-strapped local authorities will produce stable or even lower fares, better services and newer vehicles? What we need is bus operators that are prepared to innovate with ticketing initiatives and fare schemes.
Partnerships do work. I was a North East Lincolnshire council cabinet member for a number of years, and my brief included transport. I was involved in a number of quality partnership arrangements and here, I congratulate the previous Labour Government. One of those initiatives was the Kickstart scheme, which I believe was initially developed by Stagecoach and taken on board by that Government. A Stagecoach document states that the Kickstart scheme was
“driven by the entrepreneurial expertise of bus operators, who carry the business risk and have an incentive to grow passenger volumes, rather than by local authority planners.”
The document acknowledges:
“Central and local government already play a key role in developing non-commercial, socially necessary bus services by working in partnership with bus operators and providing public support.”
In that way, improvements can be made. It goes on to describe Kickstart as a concept involving
“a contract between the bus operator and Government which commits to a specified level of service linked to an agreed public investment profile”
and the risk being
“carried by the bus operator, rather than perpetual subsidy”.
I am sure that we have all had experiences in our constituencies of battles to get a grant to keep a particular service running for two or three years, knowing that we will get the political brickbats when the grant runs out. Such services are usually unsustainable without some cost to the public purse. Schemes such as Kickstart, which put the onus on the operator, are therefore crucial. The Stagecoach document goes on to state:
“The Kickstart fund would cover the difference between the projected revenue and cost of the project. However, the risk would be borne by the bus operator, so that if passenger volumes and revenue do not rise in line with projections…the bus operator would…absorb the loss.”
That is key, particularly in these cash-strapped days.
There are risks attached to subsidy. Any form of subsidy could tempt the less-than-scrupulous operator to, shall we say, adjust the figures to show a less profitable or unprofitable situation. The operator could then go to the local authority, which would feel obliged to say, “Yes, we can’t do without that service because the village would be cut off”. The subsidy would duly arrive, and a year or two later—or perhaps just months later—the operator would come back and say, “I’m afraid we’re going to have to stop the service in the evenings and on Sundays because the subsidy just isn’t enough.” This would, in effect, be a form of blackmail for the local authority.
We are all familiar with phone-and-ride and dial-a-ride schemes. These are community initiatives that are usually set up by local authorities, sometimes in partnership with bus operators. They are an essential lifeline for members of the public, particularly those who are disabled or who have difficulty accessing essential facilities. Certainly—
Mr Deputy Speaker (Mr Lindsay Hoyle)
Order. The hon. Gentleman’s time is up.
Summer Adjournment
Debate between Martin Vickers and Lindsay Hoyle(9 years, 9 months ago)
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Martin Vickers (Cleethorpes) (Con)
I want to take the opportunity provided by this debate to reflect on two cases involving constituents of mine that have caused me to ask, yet again, what can be done to relieve individuals and businesses of petty regulation and, more particularly, the powers given to officials to interpret the vast amount of legislation and regulation that comes forth from Government, the European Union, local authorities and the ever-increasing agencies of Government. The two cases are also linked to an inquiry being carried out by the Procedure Committee, of which I am a member, into the accountability of executive agencies and quangos, or non-departmental public bodies.
Mr Gary Rockhill of the Dovedale hotel in Cleethorpes has been having a little local difficulty with the planning department of North East Lincolnshire council. It is not uncommon for small businesses to cross swords with the planners and I make no particular comment as to the rights and wrongs of the case. I merely want to address the powers available to enforce regulations.
When Mr Rockhill attended my surgery, he outlined the problems he is encountering, one of which related to the display of an A-board outside his premises. Members on both sides of the House, particularly those who have served as councillors, will, I am sure, be familiar with these advertising displays, which seem to be so disliked by planners. Of course, councils should have powers to prevent A-boards from blocking the pathway if they are causing problems for pedestrians, the disabled, those with pushchairs and the like, but my question is: should those powers be as extensive as they are?
On 9 April, Mr Rockhill received a letter form Cofely, the council’s partner organisation, which enforces and administers the council’s planning functions. It stated:
“I am writing to you regarding the above property and the illegal advertisement you have placed on St Peters Avenue, Cleethorpes.
In connection with this investigation, the Council would like to invite you to a formal interview under caution at the Council offices. The caution states”—
these are familiar words—
“‘You do not have to say anything. But it may harm your defence if you do not mention when questioned something which you later rely on in court. Anything you do say may be taken in evidence.’ The reason for the interview under caution is that the Council suspects that an offence has been committed, and before any questions are put to you about your involvement or suspected involvement in that offence, the caution should be given so that your answers or silence may be given in Court in evidence.”
I remind Members that this is in connection not with burglary, drunken driving or any of the more serious offences, but with the alleged nuisance and inconvenience caused by displaying an A-board.
On behalf of Mr Rockhill, I wrote to the council’s chief executive:
“It would seem that sending out letters of this kind is, to say the least, heavy-handed. This is not a serious crime but a case of placing an A-board on the pavement…I am well aware that these are a potential hazard in certain circumstances though I have to say that, in my experience, the potential hazards seem to be in the eyes of officials rather than in reality. I would be very happy to walk around Cleethorpes with you when it is very easy to come across scores of examples of highway authority signs, lighting columns, litter bins etc that are a far more serious obstruction than Mr Rockhill’s signs.”
As I anticipated, I received a reply explaining that the council was acting perfectly properly, and in line with current legislation. Of course, councils need powers to deal with violations that cause inconvenience to those they serve, but are we seriously saying that we need such a heavy-handed approach? My question for the Minister is: should a Government who are both Liberal and Conservative allow such legislation to remain on the statute book?
My second example relates to another constituent, Mr Ernest Cromer. On Friday 20 June, Mr Cromer featured in Richard Littlejohn’s column in the Daily Mail, and he visited my constituency surgery on the same day. Mr Cromer is a former trawler skipper and, as Mr Littlejohn’s article states, he
“retains his love of the sea and fishing.”
The article continues:
“His daily exercise consists of walking 60 yards out into the”—
Humber—
“estuary to inspect his net tethered on the mud-flats to catch fish on the incoming tide. It’s a method used by locals on the banks between Grimsby and Cleethorpes for generations. On a good day, he might catch two Dover sole... Some days the net is empty. But if he catches more than a couple of fish, he gives them away to friends and neighbours.”
In no way can his operation be described as a commercial one. It does not sound as though it is akin to some foreign trawler moving in and hoovering up tons of fish. Do we really need the vast array of officialdom to protect us or, indeed, the natural resources of our seas and coastlines? On the 21 June, Mr Cromer’s story was covered by the Grimsby Telegraph, with comments from both me and the hon. Member for Great Grimsby (Austin Mitchell) in his support.
Immediately following Mr Cromer’s visit to my surgery, I wrote to the North Eastern Inshore Fisheries and Conservation Authority to express my concerns at yet another example of officialdom acting in a high and heavy-handed manner. A few days later, I received a reply from the authority’s chief officer, who I am sure has acted entirely properly and diligently in busily interpreting the vast array of legislation, rules and regulations that nowadays appear to be necessary to protect the natural environment. The first paragraph of his reply expressed his concerns:
“I would like to register my disappointment”
about
“public statements by your office, for your constituent’s position.”
Well, Mr Deputy Speaker, I make no apology for defending my constituent’s position: I regard it as a fundamental part of the role of a Member of Parliament to defend constituents against the might of the bureaucracy.
The letter states that the statutory authority for the NEIFCA is the Sea Fisheries Regulation Act 1966, as updated by the Marine and Coastal Access Act 2009. The particular regulation covering Mr Cromer’s activities was first made in the early 1990s under section 5 of the 1966 Act and section 37(2) of the Salmon Act 1986. Apparently, there are 22 regulations in force in NEIFCA’s area to protect species including salmon, sea trout and eels. I do not doubt that serious thought went into making the regulations, and that there was a need to protect some species from illegal activity, but I cannot help asking why these species are still in existence when the Mr Cromers of this world have been doing for centuries exactly what Mr Cromer is now doing. If he used modern methods—as I mentioned, they can hoover up a vast tonnage of fish—I could understand it, but is it really being suggested that a couple of fish in his net every day will cause such major problems?
As an aside, the same applies to the vast array of industry on the Humber bank and elsewhere. From the 1950s onwards, vast swaths of land on the south bank of the Humber have been developed for industry—power stations, oil refineries and other heavy industry. That was done without all the environmental regulations that now apply to protect migratory birds, yet the birds are still there. The birds are now in need of protection that delays investment and the associated jobs. I have asked representatives from Natural England and other organisations why the birds survived the previous industrial development. As yet, I have received no convincing reply. I assume the answer is that nature adapts.
I do not believe that we should abandon the regulations that protect the environment across the board, but that they should be commensurate with the problem that they seek to address and that some accountability for the officials who implement them is essential. In the case of the IFCA, there is an advisory council, but how closely it monitors the activities of its officials is open to doubt.
The NEIFCA pointed out in its reply to me that the original article was inaccurate in linking the story to Europe. I am always keen to blame the EU and the link in the article was implied rather than factual. It did not blame a specific regulation or directive for Mr Cromer’s plight, but drew attention to the fact that the destruction of the fishing industry is linked to our EU membership, which is quite right. Admittedly, the Icelandic cod wars played a part in the demise of the industry, but the hostility to the local community of what was the Common Market and is now the EU remains. I do not care whether it is the EU or successive British Governments that have introduced the regulations, but there needs to be discretion in the way they are implemented.
To return to the letter that I received from the NEIFCA, it states that
“unfortunately and hopefully as you will appreciate, we cannot make one rule for one and not another and however well meaning, to allow a specific exception for Mr Cromer would in my view place the Humber Estuary at significant risk of environmental impact, resulting in completely unregulated and uncontrollable levels of activity, killing sensitive migratory fish and eel species…and placing the general public at risk.”
Really?
To conclude, we hear frequently that the prosecuting authorities, sometimes in serious criminal cases, have decided against prosecution because it is not in the public interest, yet for poor Mr Cromer, who is accused of catching a couple of fish each day, there can be no exception and no discretion. As the NEIFCA states,
“as you will hopefully understand, this specific byelaw regulation is in place for very sound reasons and my officers provide advice and enforce their provisions in a very even-handed and fair manner right across the board.”
Mr Deputy Speaker, I beg to differ.
High Speed Rail (London – West Midlands) Bill
Debate between Martin Vickers and Lindsay Hoyle(9 years, 12 months ago)
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Martin Vickers (Cleethorpes) (Con)
Mine is another voice from Lincolnshire, but I will give a slightly different emphasis to proceedings. Given that I am a member of the Transport Committee and chairman of the all-party group on rail and that I was a member of the High Speed Rail (Preparation) Bill Committee, I think I have heard more than my fair share of arguments to be able to assess the merits of the proposals. I will not repeat all the arguments in favour—the Secretary of State did that admirably earlier—but I will touch on one or two that seem most relevant.
It is simply not possible to mix high-speed services with slower stopping services and freight. Too often, the demands of the freight industry are ignored in this debate. My own constituency is home to the port of Immingham, where 25% of freight moved by rail starts or ends its journey. All the projections I have seen show a steady increase in freight traffic, which is vital to the continuing economic development of the nation and to my corner of northern Lincolnshire in particular. HS2 will benefit not just London and the cities on the route; without transport connections of the highest quality, the UK as a competitive nation will fall behind our competitors and it is the UK as a whole that would suffer.
Economic success is dependent on good-quality transport connections and regional connectivity. The hon. Member for Wythenshawe and Sale East (Mike Kane) spoke earlier of Edward Watkin, one of the founders of the Great Central railway. Watkin was also instrumental, as a director of the Manchester, Sheffield and Lincolnshire railway, in the development of Grimsby docks, the port of Immingham and the resort of Cleethorpes. Indeed, he is commemorated, as are all the directors of the MSLR and the Great Central, by street names in the Grimsby and Cleethorpes area.
GDP statistics show that English regional cities are currently underperforming compared with those in many western European countries. That is why the good transport links provided by the high-speed network— namely HS2—and the released capacity that such a network offers are essential to encourage prosperity and investment. It is not just the towns along the route that will benefit; there is no way that the potential increased demand to provide better services to areas such as my part of northern Lincolnshire—
Mr Deputy Speaker (Mr Lindsay Hoyle)
Order. Just one second. There are a lot of private conversations, and I am struggling to hear. Like me, I am sure that other hon. Members in the House want to hear Martin Vickers.
Martin Vickers
The Prime Minister has made it clear that he wants the Humber estuary to become the renewables capital of the UK. That is the Government’s aim, but regular services not just to London but to other major cities are essential to achieving that.
During the past decade, passenger journeys have grown by 50% to almost l.5 billion a year, and that figure will be 2 billion journeys by 2020. As stated in the strategic case, once HS2 has been built, it is forecast to generate £59.8 billion in user benefits, as well as £13.3 billion in wider economic benefits. The HS2 project will create an instant market for construction and civil engineering jobs, and there will be a big opportunity in the manufacturing sector to design and build the rolling stock. Tata Steel’s Scunthorpe works is heavily dependent on the production of rail track. If the Scunthorpe plant is successful in obtaining orders for the project, the jobs of the 250 of my constituents who work there will be made that little bit more secure.
Job creation is vital, but we also need to train our young people if we are to meet the demands of the new industry. I suggest that the proposed HS2 college and training centre should be in northern Lincolnshire.
High Speed Rail (Preparation) Bill
Debate between Martin Vickers and Lindsay Hoyle(10 years, 10 months ago)
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Martin Vickers
No. Sorry, he looked, er—[Hon. Members: “Keep going!”] I’ll keep going, right. I think what he, er—I’ve lost my track now, I should say.
Martin Vickers
Thank you, Mr Deputy Speaker. I will try to get back on line.
I am very supportive of where the Government are going with this. I was talking about rebalancing the economy. The economy of my own area in northern Lincolnshire is highly dependent on rail. We talked about the importance of freight earlier. Some 25% of freight tonnage moved throughout the country starts or ends in my constituency at Immingham, so I hope that the increased capacity will provide greater opportunities not only for passengers, but for freight. I therefore support the Government and, sadly, will oppose the amendment.
Broadband (East Yorkshire and North Lincolnshire)
Debate between Martin Vickers and Lindsay Hoyle(11 years, 7 months ago)
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Martin Vickers (Cleethorpes) (Con)
I congratulate my hon. Friend and neighbour the Member for Brigg and Goole (Andrew Percy) once again on securing this debate on a subject that is vital throughout the country and particularly in our part of northern Lincolnshire. I cannot speak for the east Yorkshire part of my hon. Friend’s constituency, because that is beyond the passport control point.
Northern Lincolnshire has been recognised by the Government in their excellent decisions over recent months in designating enterprise zones in the Grimsby and Cleethorpes constituencies, to which my hon. Friend referred. The Government recognised the possibilities for the renewable sector, particularly the offshore renewable sector. Like my hon. Friend, I do not particularly care for onshore renewable wind turbines, but we recognise the importance of offshore, and if that is to take place, not just the large companies based on Immingham dock—the largest port in the country—but the small, rural villages need to be involved, too. I mentioned in my intervention Croxton and Kirmington in my constituency, which have been particularly badly hit. Their parish councils are doing a tremendous job in constantly bringing that to my attention.
Immingham itself has a number of blackspots. It is fair to congratulate Tom Horton at the Oasis academy which, along with One Voice Immingham, has played a large part in advocating the needs of the area. Indeed, they got Virgin interested in providing an alternative broadband service to that of BT—not to that of O2, as I mentioned earlier; it would seem that I live in the past, when O2 was part of BT. As I say, this is important not just for businesses based in Immingham dock, but for small businesses that can develop in the villages around the constituency of the hon. Member for Scunthorpe (Nic Dakin) as well as those in my Cleethorpes constituency. We have also recently heard about difficulties accessing benefits. That can be done online, and we need to encourage it.
In recent months, one of the Government’s actions to boost our area has been the reduction in Humber bridge tolls. Only today the Grimsby Telegraph—that organ of local communication so vital to people of the Grimsby and Cleethorpes area—features a story about a business that relocated into Barton-upon-Humber in the north end of my constituency solely because of the benefits accrued since the reduction in the tolls. We have seen—
Mr Deputy Speaker (Mr Lindsay Hoyle)
Order. I am sure that it is possible to discuss many parts of the county, but I am sure, too, that we want to get back to the subject of broadband rather than the tolls. I can see the benefit of their reduction for businesses, but it is certainly not for the benefit of this debate.
Martin Vickers
Thank you, Mr Deputy Speaker, for drawing me back closer to the important issue of broadband.
Mr Deputy Speaker
Order. I can assure the hon. Gentleman that that is not part of the debate. Members certainly do not need to reply to the point or bring it into the debate again. I am being very generous and I am trying to help. I am sure that no one wants to test the Chair’s patience at this stage.
Martin Vickers
I certainly do not wish to test your patience, Mr. Deputy Speaker, but I welcomed the intervention from my hon. Friend the Member for Beverley and Holderness (Mr Stuart), who, as always, spoke words of wisdom.
Martin Vickers
I thank the hon. Gentleman for his intervention. One of the important consequences of the campaign for broadband in northern Lincolnshire is the teamwork that has developed between my hon. Friend the Member for Brigg and Goole, the hon. Members for Great Grimsby (Austin Mitchell), and for Scunthorpe, and me. I believe that we are known locally as the A team.
The importance of broadband to small businesses in my constituency cannot be overestimated. We have developed considerably since the dark days of 20 years ago and the decline of the fishing industry in the neighbouring constituency of Great Grimsby. The development of that industry has actually been encouraged by broadband, and by sales throughout the UK and abroad.
I shall now conclude my remarks and await the comments of the Minister, who I know will have positive news for the people of northern Lincolnshire.
Mr Deputy Speaker (Mr Lindsay Hoyle)
I call the Minister, with or without shovel for Lincolnshire.
Summer Adjournment
Debate between Martin Vickers and Lindsay Hoyle(12 years, 9 months ago)
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Martin Vickers (Cleethorpes) (Con)
Let me first pay tribute to the hon. Member for Inverclyde (Mr McKenzie) and commend him on his maiden speech. It was good to hear from a Member who, like me, was born in the constituency that he represents. Given his description of his constituency’s stunning natural beauty, it clearly has similarities with Cleethorpes.
I will be as brief as possible, Mr Deputy Speaker. The economy of northern Lincolnshire could be described as “stuttering” at the moment. It has taken many knocks, but it has the potential of a new dawn from the renewables sector. Despite its name, Cleethorpes is a highly industrialised constituency, containing Immingham docks and much of the Humber bank. Associated British Ports operates the Grimsby-Immingham docks complex, which is the largest in the country. However, expansion and regeneration are being held back by transport infrastructure that is in urgent need of improvement.
The northernmost town in my constituency is Barton-upon-Humber, which is just 20 minutes’ drive from the centre of Hull, but Humber bridge tolls are a tax on jobs. The free movement of labour is restricted. It is totally unrealistic to expect someone in Barton to accept a job in Hull paying the minimum wage, and even more unrealistic to expect people to take part-time work.
The hopes of all local people are resting on the current Treasury-led review, which is due to report in November. The business community and local people are encouraged by the work of the review team, and by Ministers’ determination to deliver a sustainable solution that may well be based on a social enterprise model. It is essential to have lower tolls in the relatively near future; we do not want promises that may never materialise.
In the East Halton and Killingholme area of my constituency sits the site of the proposed south Humber gateway development—in which Able UK Ltd has invested £100 million—alongside the largest undeveloped deep-water channel in the UK. It is thought that £1.5 billion of private sector development may follow, much of it in the renewable sector. That would offer an opportunity to develop a cluster for the sector, involving the construction of wind turbines. The ports of Immingham and Grimsby are ideally located for the service and supply of offshore wind farms—and offshore is where we want them to be, rather than in the countryside.
A major problem with the gateway development is the bottleneck in the planning process. It has been caused by a number of Government agencies, notably Natural England. Such agencies, including the Environment Agency, must appreciate that planning issues are commercial issues, and that they must move at the same speed as the demands of investors and developers. The current leisurely pace is not acceptable.
Northern Lincolnshire has taken a bit of a body blow in recent times, with the announcement of 1,200 job losses. Many of those jobs were done by my constituents at the Tata Steel works in Scunthorpe. It is encouraging that the Secretary of State for Business, Innovation and Skills will be visiting the steelworks tomorrow. It is also encouraging that the Prime Minister has taken an interest, and we eagerly await a meeting with him. I hope, however, that Ministers will be able to give us some confidence that not only the Secretary of State and the Prime Minister, but the Government as a whole, will support the local infrastructure. The highways, particularly the A160 route to Immingham, urgently need an upgrade, and it is desperately important for that to be included in the first phase of the next building programme. I hope that the Minister will be able to assure me that he will press our case with transport Ministers at the earliest opportunity.
The area is building itself up for the renewables sector. There are great training prospects at the Grimsby institute, Lincoln university and other institutions—