argyrotsipi/train-dataset huggingface dataset:
Airports Commission: Final Report — House of Commons, 2015-11-26
Topic: Transportation
Sadiq Aman Khan (Labour, Centre-left): That is the point I was going to make, so I am grateful to the hon. Lady for her intervention. On connectivity, the figures for Gatwick versus Heathrow—based on accurate data—are very similar. On economic benefits, the net present value of Gatwick is £10.9 billion, while the figure for Heathrow is £11.8 billion. The cost of expanding Gatwick is far cheaper, at £7.8 billion versus £15.6 billion. Gatwick requires far less public subsidy than Heathrow airport. On deliverability, there would be no need to build a tunnel under the M25, destroy villages or relocate significant waste and associated waste plants. Noise is also an important concern for not only the hon. Lady, but hon. Members in neighbouring seats. The expansion of Gatwick would affect far fewer people than a new runway at Heathrow airport. Gatwick does not breach, and never has breached, any air quality limits, but Heathrow airport currently breaches both UK and EU air limits. It is difficult to understand how the UK could meet the Supreme Court judgment with a new runway at Heathrow airport This is an important debate about an important issue. I am passionately in favour of increased air capacity in this part of the country, because it will lead to more jobs and growth. Anybody who wants more jobs and growth in London, and who wants Heathrow to have better competition, cannot be against increased flight capacity in this part of the country. Anybody who rules out a new runway at both Heathrow and Gatwick is playing hard and loose with jobs in London, and with London in general.
Airports Commission: Final Report — House of Commons, 2015-11-26
Topic: Transportation
Ian Austin (Labour, Centre-left): I want to challenge the notion that everything has to be in London and the south-east. Why does increased capacity have to be at either Gatwick or Heathrow? As I have said, why not make greater use of regional airports? Why do all the extra jobs need to be in London and the south-east when people cannot afford to buy a house there? Let us have proper devolution to the rest of the country. Let us support the regional economies and the regional airports.
Airports Commission: Final Report — House of Commons, 2015-11-26
Topic: Transportation
Sadiq Aman Khan (Labour, Centre-left): I disagree with my hon. Friend, because he implies that this is a zero-sum game. If London and the south-east do well, that will not happen at the expense of Birmingham. Birmingham is better than that. Both Birmingham and the south-east can do well Opposing airport expansion in the south-east full stop is damaging to jobs and business and misses a huge opportunity. I support those hon. Members who are against a new runway at Heathrow and who are in favour of a new runway at Gatwick airport.
Airports Commission: Final Report — House of Commons, 2015-11-26
Topic: Transportation
Ruth Margaret Cadbury (Labour, Centre-left): My sincere apologies, Madam Deputy Speaker. I am still getting used to the conventions of this place What happened to the Prime Minister’s decisive statement— "No ifs, no buts, no third runway at Heathrow"— that he made prior to the 2010 election? Six years later, we are on the eve of announcements that may mean the Prime Minister giving the third runway at Heathrow the green light. That decision would be devastating for my constituency, have irreversible implications for London and the UK, and not provide the quick or economically sustainable solution to runway capacity that business is seeking. The Heathway runway 3 option is the only one of the three deliverable options in the Airports Commission report that it recommends, and it does so through a flawed economic assessment of its own figures Before I go further, I thank the Backbench Business Committee for allowing this debate to take place. For helping me today, I also thank the Heathrow Association for the Control of Aircraft Noise, CHATR—Chiswick Against the Third Runway—as well as West London Friends of the Earth and Hounslow Council Heathrow should be better, not bigger. I recognise the significant local and national benefits it brings to the economy now. I oppose expansion because I want no increase in the noise and pollution that the airport already causes, and I want to work with it on reducing those negative impacts.
Airports Commission: Final Report — House of Commons, 2015-11-26
Topic: Transportation
Ruth Margaret Cadbury (Labour, Centre-left): I will continue because I have a lot to cover Heathrow Airport Ltd may be winning on the amount spent on PR, but this Parliament has a duty to assess the optimum solution, not be swayed by marketing rhetoric.
Airports Commission: Final Report — House of Commons, 2015-11-26
Topic: Transportation
Ruth Margaret Cadbury (Labour, Centre-left): There will be a conclusion if the Prime Minister considers the quicker, less costly and less risky option of Gatwick Most people who will be impacted by runway 3—those who will be affected by the change in respite periods and those under the new landing path—do not yet know what that impact will be. British Airways no longer supports Heathrow airport runway 3. The chief executive of its parent company has expressed serious concerns about how a third runway would be funded. Mr Walsh has said: "The infrastructure is not fit for purpose. The price tag is excessive and cannot be justified on any basis. We didn’t ask for it and we’re not paying for it." Business has said time and again that a quick decision is needed. Businesses want to get to and from London, and to and from their markets. Heathrow Airport Ltd is often not top of their agenda.
Airports Commission: Final Report — House of Commons, 2015-11-26
Topic: Transportation
Ian Austin (Labour, Centre-left): Businesses also want to get to other parts of the country, not just to London. I do not understand why people in the south-east do not understand that Gatwick is much more difficult to get to than a brilliant regional airport such as Birmingham, as I said earlier. It is within a two-hour drive for 35 million people in this country. Why can we not use the spare capacity at Birmingham? With HS2, it is within 40 minutes of London, and could in effect become Heathrow’s third runway. Why do we not do that?
Airports Commission: Final Report — House of Commons, 2015-11-26
Topic: Transportation
Andrew Francis Slaughter (Labour, Centre-left): I agree with the hon. Gentleman, including on the Airport Commission report. We are where we are, however, and a choice has to be made. It is a binary choice the Government will make within, we are told, the next three or four weeks. Is he going further than his previous position and does he support the second runway at Gatwick, the only credible other option on the table?
Airports Commission: Final Report — House of Commons, 2015-11-26
Topic: Transportation
Kelvin Peter Hopkins (Labour, Centre-left): It is a pleasure to follow some excellent speeches, particularly by the hon. Member for Twickenham (Dr Mathias) and my hon. Friend the Member for Brentford and Isleworth (Ruth Cadbury). The two candidates for the mayoralty of London agreed with each other, which is good. Like them, I am opposed to a third runway at Heathrow. Indeed, I am not personally convinced there is a case for a new runway in the south-east at all. I have suggestions for a more sensible way forward We should maximise the use of existing capacity. One way to do that is by realising that we have a new generation of aircraft coming in with higher payload capacity and shorter take-off and landing requirements, so there will be more take-offs and landings per hour. They are composite-bodied aircraft, such as the Boeing Dreamliner, and are more fuel-efficient, quieter and less polluting. There is more capacity at Stanstead that should be maximised. In my town of Luton, of course, there is London Luton airport, which is due to expand its capacity from 10 million to nearly 20 million passengers a year. That is to be welcomed. There is now serious talk of a fixed-rail transit link between the rail station and the airport. I am meeting the airport director tomorrow to discuss these matters. London Luton airport can make a contribution London Luton airport could also become a satellite for Heathrow if there were a fast rail link between Luton Airport Parkway station and Heathrow. This could be done by using the curve going through Cricklewood to get on to the west coast main line. That would be the way forward; there could be a hub-satellite relationship. There is also a major case, as my hon. Friend the Member for Dudley North (Ian Austin) said, for making greater use of regional airports. One in particular has been mentioned: Birmingham. Birmingham will not be effective at serving London, being a two-hour drive away, but there are ways of dealing with that problem that I have spoken about on previous occasions.
Airports Commission: Final Report — House of Commons, 2015-11-26
Topic: Transportation
Kelvin Peter Hopkins (Labour, Centre-left): I have a better suggestion—I am not a supporter of HS2. Let us electrify and upgrade the Birmingham Snow Hill to London line, going through Banbury, linking it directly to Crossrail, so that it is possible to get from the business district of Birmingham centre right through to Canary Wharf, if necessary, and directly to Heathrow. That could be linked directly to Birmingham airport via Leamington Spa. An electrified, one-hour service shuttle between Birmingham airport and Heathrow airport could effectively make both airports satellites and hubs for each other, which would be a tremendous boon, serving central London well. One hour from Birmingham airport to the centre of London on a modified, electrified 125 mph service would be a way forward, making HS2 redundant That is my major suggestion. There is also a possibility of other developments in other airports. Going further north, we could, with my suggestion of electrifying the line, even provide direct electric services from Manchester airport to London, as long we as upgrade the Birmingham Snow Hill line through to Heathrow, the City and Canary Wharf. That would provide a much more sensible way forward, which would benefit the west midlands and other regions, taking some of the pressure off the south-east in respect of not only air travel, but economic development and housing. Those are my suggestions, Madam Deputy Speaker, and I hope they are helpful.
Airports Commission: Final Report — House of Commons, 2015-11-26
Topic: Transportation
Kelvin Peter Hopkins (Labour, Centre-left): HS2 will stop at Euston, which is nowhere near Heathrow. My scheme would provide for a direct rail link from Birmingham airport to Heathrow on a one-hour service. It would effectively make Birmingham and Heathrow partner airports and take a lot of the pressure off Heathrow.
Airports Commission: Final Report — House of Commons, 2015-11-26
Topic: Transportation
Andrew Francis Slaughter (Labour, Centre-left): Old Oak Common station in my constituency would be the major interchange, making it 31 minutes from Birmingham airport, so I would welcome that scheme. Heathrow has ruled the roost for too long. Of course, it could keep Stansted and Gatwick when it owned those airports. It also seemed to mesmerise successive Governments. It was only when my right hon. Friend the Member for Doncaster North (Edward Miliband) became leader of the Labour party that our party’s policy changed. We hoped that when the Prime Minister said, "no ifs, no buts, no third runway", that Conservative party policy had changed as well. Unfortunately, I do not believe it was ever really the case, and I believe the commission was set up on a false prospectus. One only has to look at the change in the terms of reference from "whether" we should have expansion to "where" it should be. As has already been said, the inevitable conclusion is that the decision was deliberately delayed until after the election I declare an interest. A third runway, as proposed, would directly affect Hammersmith and Shepherd’s Bush and would subject communities in that area to sustained aircraft noise for the first time. The effect would be dramatic across the whole of west London. A third runway is also unnecessary. I would like to praise the work of Hammersmith and Fulham council in opposing the proposal over many years. I myself have been involved in those campaigns for more than 30 years I also praise the council for setting up an independent residents commission, chaired by the former senior civil servant Christina Smyth, which took evidence from all parties and came to the following conclusions. It said that, yes, if Heathrow were chosen we would enjoy some "economic benefits by way of inward investment", and, yes, there would be an "increased choice of flights and destinations for residents and visitors using Heathrow." That is true, but the report also highlighted the additional flights overhead, the additional noise and traffic congestion, the effects on air quality, the failure to mitigate noise properly, the safety concerns and, above all, the effect on residents’ health and quality of life. They are a price that is not worth paying. No other country would think of subjecting 2 million people in the most densely populated part of the country to that intolerable burden. This is insanity, particularly when there is an acceptable alternative. I hope that, when the Government make their decision on this matter, they will finally see sense.
Airports Commission: Final Report — House of Commons, 2015-11-26
Topic: Transportation
Rupa Asha Huq (Labour, Centre-left): I thank the hon. Gentleman for his intervention. It depends on when they moved there. There were people at the meeting yesterday who said that when they moved there, Heathrow was only a glimmer of what it is now. Certainly, there were not five terminals. I am not saying that we should raze Heathrow to the ground. I recognise its strategic importance to west London. I like the fact that it is very near me, but London is big enough—its population is heading towards 10 million—to be a dual hub city. Many cities in America have dual hubs. Why can we not have the same, with the two destinations of Gatwick and Heathrow—those are the two airports mentioned in the report? It is completely possible. We could even consider regional alternatives. After all, there are places other than London in this country.
Airports Commission: Final Report — House of Commons, 2015-11-26
Topic: Transportation
Kelvin Peter Hopkins (Labour, Centre-left): I accept entirely what the hon. Gentleman is saying, but there is an excellent service to Luton from Belfast, as I understand, and Luton is connected to London. I would not have thought there was a problem.
Airports Commission: Final Report — House of Commons, 2015-11-26
Topic: Transportation
Ruth Margaret Cadbury (Labour, Centre-left): Is the hon. Gentleman aware that the £147 billion figure that is given in the report has been challenged by the Airports Commission’s own economic advisers? The difference between the benefits of expansion at Heathrow and those of expansion at Gatwick is very small.
Airports Commission: Final Report — House of Commons, 2015-11-26
Topic: Transportation
Richard Haines Burden (Labour, Centre-left): I would like to, but there is not time Aviation will not stand still in that time. Businesses will still need new routes to connect with existing and emerging markets. New aircraft such as the A350 and the B787 offer new possibilities for the economics of expanded point-to-point travel. If we are serious about rebalancing our economy, we must ensure that those routes are not simply dependent on what happens in the south-east Birmingham, Manchester, Edinburgh, and—for freight— East Midlands are all international gateways to the UK in their own right and deserve to be treated as such. Will the Minister put the upgrading of rail links for the west Anglia lines in the next rail investment control period, to allow Stansted to achieve its potential in the south-east? Will he confirm that Manchester airport will be linked directly to HS2 Having accepted the sense of Labour’s plan to create a National Infrastructure Commission, will the Minister endorse the call from my hon. Friend the shadow Transport Secretary for it to examine the long-term road and rail needs of airports and other transport gateways throughout the country, not simply in the south-east? Finally, when can we expect the promised review of the future of air passenger duty, looking at its purpose and how options for reform can improve the competitiveness of different airports in a devolved environment?
EU Renewable Energy Target — House of Commons, 2015-11-19
Topic: Energy
Rachael Helen Maskell (Labour, Centre-left): With the UN climate change conference just days away, on top of renewables subsidies being removed we have learned that the UK will fall significantly short of its renewable energy target. While Labour led global talks, is the Secretary of State going to Paris to learn about the consequences of her cuts or to apologise to future generations?
EU Renewable Energy Target — House of Commons, 2015-11-19
Topic: Energy
Paula Michelle Sherriff (Labour, Centre-left): Does the Secretary of State agree that meeting our renewables target should not just prevent catastrophic climate change but benefit UK workers through the creation of green jobs? Will she commit to ensuring that projects such as the Beatrice offshore wind project, which benefit from public funding, create the sorts of skilled supply chain jobs we need rather than subsidising private companies abroad?
EU Renewable Energy Target — House of Commons, 2015-11-19
Topic: Energy
Lisa Eva Nandy (Labour, Centre-left): Thousands of jobs have already gone and thousands more are at risk since this Government slashed support for renewables. Ministers have blocked onshore wind developments, slashed support for solar and are chopping and changing energy policy so often that the CBI says they are deterring potential investors. How many more renewable energy companies must go under—how many more jobs must be lost—before this Government will live up to our international commitments and end this assault on Britain’s clean energy industries?
Wholesale Energy Prices — House of Commons, 2015-11-19
Topic: Energy
Jonathan Neil Reynolds (Labour, Centre-left): Household bills in this country will never be manageable until the Government understand that it is not just the wholesale unit price of energy that matters, but the number of units each household needs to buy. We can make massive bill reductions with energy efficiency, and we can also end the scandal of so many British children going to bed tonight in cold homes. We have to do this. Ministers have promised me action for many years at the Dispatch Box. This Government’s record is abysmal. Come on, Secretary of State, let us do this for Britain.
Renewable Energy: Subsidies — House of Commons, 2015-11-19
Topic: Energy
Questions: What assessment her Department has made of the likely effect of changes to subsidies on the predicted deployment rates of renewable energy by 2020.; What assessment her Department has made of the likely effect of changes to subsidies on the predicted deployment rates of renewable energy by 2020.; What assessment her Department has made of the likely effect of changes to subsidies on the predicted deployment rates of renewable energy by 2020.
Benjamin Peter James Bradshaw (Labour, Centre-left): Will the Secretary of State now have a go at answering the question asked by my hon. Friend the Member for Wigan (Lisa Nandy) about how many more thousands of jobs will be lost in the renewable energy sector as a result of her Government’s decision to pull the plug on solar and onshore wind? How does she respond to the comments of the United Nations chief environment scientist Jacquie McGlade, who recently said that Britain now, under the Tory Government, is sending a "worrying signal" by "shifting away from clean energy as the rest of the world rushes towards it"?
Renewable Energy: Subsidies — House of Commons, 2015-11-19
Topic: Energy
Questions: What assessment her Department has made of the likely effect of changes to subsidies on the predicted deployment rates of renewable energy by 2020.; What assessment her Department has made of the likely effect of changes to subsidies on the predicted deployment rates of renewable energy by 2020.; What assessment her Department has made of the likely effect of changes to subsidies on the predicted deployment rates of renewable energy by 2020.
Alan Patrick Vincent Whitehead (Labour, Centre-left): I applaud the Secretary of State’s announcement yesterday in her reset speech that coal will be phased out by 2025 on the grounds of its unacceptably high carbon emissions. In the same speech, she indicated that temporary subsidies to assist the deployment of renewables, which are the lowest-carbon alternative energy source, would come to an end, while permanent subsidies for the deployment of gas, which is a far higher carbon alternative, would be maintained. On reflection, does she find those positions at all contradictory?
Fuel Poverty: Energy Efficiency Schemes — House of Commons, 2015-11-19
Topic: Energy
Tulip Rizwana Siddiq (Labour, Centre-left): I thank the Minister for her answer, but the huge drop in the installation of energy efficiency measures over recent years gives me no confidence that the Government are taking the scandal of fuel poverty seriously. Research by the Association for the Conservation of Energy has shown that the installation of energy efficiency measures dropped by a staggering 65% between 2012-13 and 2014-15. What steps is the Minister taking to reverse that shocking trend?
Fuel Poverty: Energy Efficiency Schemes — House of Commons, 2015-11-19
Topic: Energy
Clive Anthony Lewis (Labour, Centre-left): Let us get to the crux of this issue. The Department’s stated goal is for as many fuel-poor homes as is reasonably practicable to be rated at least at band C for energy efficiency by 2030. However, between 2010 and 2013 that was achieved for only 70,000 fuel-poor households, leaving 95% still to be improved. Does the Minister accept that at that rate of progress, her Department will miss its 2030 target by 100 years?
Paris Climate Change Conference — House of Commons, 2015-11-19
Topic: Environment
Nicklaus Thomas-Symonds (Labour, Centre-left): Many constituents have contacted me following a campaign by ActionAid about the effects of climate change in developing countries such as Bangladesh, where flooding particularly affects women and children. In Paris, will the Secretary of State support a specific, binding goal that ensures that the wealthiest countries in the world support developing countries in adapting to climate change?
Paris Climate Change Conference — House of Commons, 2015-11-19
Topic: Environment
Barry Strachan Gardiner (Labour, Centre-left): The Paris conference of the parties aims to replicate the successful method of the UK Climate Change Act 2008—a long-term goal that is specified under a legally binding agreement that achieves stability through a series of five-year reviews. The Secretary of State has abandoned long-term targets and destroyed the stability of the investment framework, and last night her Department’s emissions calculator showed that after her reset speech the shortfall against the fourth carbon budget has increased by 54 million tonnes of CO2, which is 10% away from the legally binding fourth carbon budget. Does she now feel more shame showing her face in the city of Paris, or in the city of London?
Paris Climate Change Conference — House of Commons, 2015-11-19
Topic: Environment
Imran Hussain (Labour, Centre-left): It is vital that we reach a binding agreement on tackling climate change in December, and I, too, welcome the Secretary of State’s announcement about closing coal-fired power stations by 2025, as it sets a strong example to other countries. Will she go further, though, and state what percentage cut in emissions by 2030 she is pushing for?