Integrated Rail Plan: Northern Powerhouse Area
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The Parliamentary Under-Secretary of State, Department for Transport (Baroness Vere of Norbiton) (Con)
My Lords, I thank all noble Lords for this wonderful Christmas present on the last day of term: a debate about Northern Powerhouse Rail and the integrated rail plan. I am enormously grateful for the thoughtful contributions that have been made and to many noble Lords for coming to the briefing this morning. I am happy to arrange further briefings in due course, as obviously, plans will develop.
We know that this is an issue of huge importance to places across the north and the Midlands, as well as to the rail and construction industry. I understand that there are strong feelings about rail investment across the country. We all want to ensure a fair deal that enables economic growth, employment opportunities and better connectivity. We as a Government must also make sure that it offers value for money for the taxpayer.
I thank my noble friend Lord Horam for his warm words for the plan; they were few and far between from other contributors. I believe that this Government are taking the right action when it comes to the integrated rail plan. At £96 billion it is an enormous programme; indeed, it is the largest single investment in rail ever made by any UK Government. I believe that it will reshape our railways in the north and the Midlands.
The plan will provide those benefits quicker, which is really important when we are looking at timeframes of 10, 20, even 30 years. These are long timeframes, and we need to be able to bring those benefits to communities as soon as we possibly can. There is a boost for eight of the 10 busiest rail corridors. We will speed up journeys, increase capacity and run more frequent services, all much earlier than previously planned. I, too, hope to be alive when some of these benefits are felt.
Let me share a few examples of the transformation plans in the IRP. Journey times from Sheffield to London will be slashed by around half an hour, and we will more than double the number of seats on Sheffield to London services. Darlington will benefit from faster and more reliable connections to places on the east coast main line, with the potential to add additional seats as required as demand grows. The time it takes to travel from Leeds to Manchester will reduce over time from 53 minutes to just over half an hour. I do not think that is bad at all; in fact, it takes me half an hour to get from Norbiton to Waterloo.
The first of these big improvements, a reduction to just over 40 minutes, will be seen later this decade. Again, this comes back to the speed at which we can make these changes. Of course, there will also be significant increases in seat capacity. We will electrify the entire trans-Pennine route, install full digital signalling and add longer sections of three and four-tracking to allow fast trains to overtake stopping services. The IRP is absolutely focused on bringing communities in the north and the Midlands closer together, boosting intercity connections and improving east-west links.
Noble Lords will be aware that there are three high-speed lines coming: Crewe to Manchester; Birmingham to the east Midlands; and the £23 billion we are investing in Northern Powerhouse Rail, which includes the brand-new high-speed line from Warrington to Manchester. The proposals set out by Transport for the North—TfN—for NPR would have come at a cost to places on the existing main lines such as Huddersfield, which would have seen little improvement or a worsening in services. They would have made Manchester to Leeds journeys only four minutes faster than the option we have chosen, at a cost of an extra £18 billion.
We will upgrade the east coast main line. It is important to note that there will be a package of investment in track improvements and digital signalling to bring down journey times from Edinburgh, Newcastle, Darlington and Leeds to London. Again, these benefits will be available to communities much sooner than previously planned.
This debate was focused on capacity and regional connectivity, issues that were woven into comments from all noble Lords today. In many instances we will see very significant capacity improvements, particularly from Manchester to London, where there will be both capacity and journey time improvements. There is a potential to treble capacity between Manchester and Birmingham. The changes to the east coast main line have the potential to increase capacity.
Many noble Lords will want details and accurate descriptions of exactly what capacity will be provided for whom and when. We do not know that now. This is a plan, and there is an enormous amount of work to do to move from the plan to the next level down—to the detail about how this will actually work on the ground. While in some places we can be very clear about what capacity improvements will be available, in others there will be an enormous amount of designing to do and engineering options to look at, particularly when it comes to upgrading lines. So, service frequency, capacity and duration of journeys may be subject to change, but, of course, we always want to maximise capacity, increase service levels and reduce journey times.
I note that there was a cynical comment about “subject to stopping”. Trains have to stop: that is their job. How else do you get passengers on and off them? But, of course, we have to think about the best way to look at the frequency of services, particularly to intermediate towns between the large economic nodes. That is really important when it comes to planning journey times and the frequency of stopping.
On freight capacity, although an awful lot of work has been done on this, I think all of us in government would admit that we did not put enough of that into the integrated rail plan. I know we will work very hard to provide more information on this in due course.
The interesting thing is that west and east are not the same. There seems to be this feeling that if the west gets something, the east has to have exactly the same, but they are very different railway markets. Not only is the western leg of the route, from Crewe to Manchester, broadly agreed but we will be able to proceed with it much faster, and the benefits in terms of connecting significant cities are clear. But on the eastern leg, the market is more balanced. Unlike the western leg, there are far more credible choices to explore for upgrading existing sections of railway network, combined with new lines and longer trains. Those will bring the benefits that we want to see.
The underlying case for investment in the rail network in the north and Midlands remains very strong. Regional connectivity is at the heart of everything we do on rail improvements in the north. Again, integration is absolutely key. I have made the case before that plans were previously set out in isolation. They connected very large economic nodes, and kind of forgot about everywhere else in between. Many of the smaller places—although we are still talking about significant places such as Leicester, Kettering, Grantham and Newark—will benefit from the improvements coming down the track through the IRP.
At the heart of what we are doing—and this is why I think continued conversations will be beneficial—is the core pipeline. We have set out what it looks like, and any further schemes will be subject to affordability constraints and considerations. We also want to be able to deliver commitments on time and on budget. So, those are all the key things we will be thinking about.
So we have this core pipeline at the heart, and then there is this adaptive approach which sits around it. Noble Lords have mentioned, for example, Skipton-Colne. The noble Lord, Lord Berkeley, mentioned secondary lines. There is an awful lot of work to be done around how else, having gone with the core, we can maximise the connectivity into those harder-to-reach places which perhaps previously have not had good services.
I hear the concerns raised by some people from Leeds. We have looked extremely carefully and are very keen to keep working on what we can do there. We are spending £100 million on development work to look at the best way to get HS2 trains to Leeds from the east Midlands. Obviously, we will look at the current station and how it could absorb the additional capacity. I am as keen as anyone to see a mass transit network for west Yorkshire, and I am absolutely committed to working with the West Yorkshire Combined Authority on this. There was a comment about it perhaps taking decades, but that is probably not in the Government’s hands. The West Yorkshire Combined Authority is the sponsor of the project and we will look to it to bring forward plans that are well thought through and which represent good value for money for the taxpayer.
I was going to mention the electrification of the Midland main line, but perhaps I will not, because I would like to address the issue around Transport for the North and its role going forward. The noble Lord, Lord Berkeley, mentioned the letter from TfN and how it did not welcome the plan. Of course it did not welcome it; it was not TfN’s plan. We have made changes to its plan, but of course we do listen to what TfN has to say and any input that it has, as we do with all the sub-national transport bodies. I have a very close relationship with all of them. We want to work with TfN going forward in a collaborative way to ensure that we can maximise the benefits of our investment. Not everyone will always get exactly what they want. That is one of the huge challenges with planning transport networks. However, we can listen, and TfN will have a really important part, as it will be co-sponsor of the project and therefore will have a key role in providing that sponsorship to the project as it goes forward.
On the Leamside line, the north-east is eligible for a multiyear city region sustainable transport settlement. Unfortunately, we need the governance structures to be in place for it to have the CRSTS. We are working very closely to encourage the local area to form a combined authority, and then we will be able to think about providing funding, which may or not subsequently be used for the Leamside line.
There is a huge amount of opportunity for rail in the north and the Midlands. Many of the questions raised cannot be answered now, not because I do not have the answers to hand but because they do not yet exist. We have an awful lot of work ahead of us, which is why we are very keen to continue the conversations around the plan that we have and the proposals that may or may not augment that plan. However, from where I am at this moment, this plan, with £96 billion to be invested in rail in the Midlands and the north, to be delivered over the next 30 years, is a good one.