England-Wales Transport Links

Jonathan Edwards Excerpts

Wednesday 6th February 2013 Westminster Hall

[Mr Williams]

Sadly, in my constituency, people then have to contend with the roads—I live in the north of Ceredigion. I enjoy the friendship and camaraderie of the hon. Members for Swansea East and for Carmarthen East and Dinefwr, but two hours sitting there waiting is a trial in many ways.

In evidence to the Select Committee, Passenger Focus

“identified inter-franchise connections as one of the main sources of dissatisfaction with cross-border services amongst passengers.”

The report was produced in 2009, under the previous Government, so perhaps the Minister can give some good news now, but we concluded:

“At present, there is no incentive for different train operating companies to provide connecting services or to ensure that connections are maintained when there are delays.”

When we finally got on our train, the journey continued to Machynlleth, in Powys. There we had the spectacle of the four carriages being reduced to two, and passengers scurrying from the back of the train to the front, to get into carriages to Aberystwyth; otherwise they would risk a prolonged although scenic journey—but it was getting late—up to Pwllheli. Those are the realities of the service that my constituents must use.

There has, overall, in the generality of Wales, been progress since the report was produced, not least because of the coalition Government’s commitment to rail electrification in south Wales. That is commendable and necessary, and progress is being made, for which I commend the Government. A debate is emerging on rail electrification in north Wales—the arrival in the Chamber of the hon. Member for Aberconwy (Guto Bebb) is timely, as is this important debate. The Assembly Minister announced in January that he will draw up a business case for that, and I look forward to hearing from the Minister about the liaison and discussion between the Government and Assembly Ministers. However, the lack of an hourly service in mid-Wales and the two- hour wait between trains across mid-Wales is not simply a matter of mild inconvenience. It is an impediment to the area’s growth.

During its inquiry on inward investment, the Welsh Affairs Committee heard from Professor Stuart Cole, of the university of Glamorgan, that

“if Wales was to compete successfully with countries in Eastern Europe, its transport facilities had to be able to help overcome the cost differentials and distances from these markets by becoming ultra-efficient and influence competitiveness for inward investment”.

If that is a message for Wales as a whole, it is a very poignant one for mid-Wales. We heard from UK Trade and Investment officials, who said that the current transport infrastructure in Wales could act as a potential deterrent to investors. We need to make sure that existing businesses and manufacturers are not hamstrung by any impediment such as lack of development of the transport network. The pressures that that could put on the tourism sector and the all-important higher education sector in my constituency are something that I reflect on. The Wales Tourism Alliance has said:

“If we are to succeed, we must get visitors, the lifeblood of the economies of Wales, into each and every corner of our country. At present internally and cross border we simply do not have the transport infrastructure to deliver the economic potential of many of our leading destinations.”

I contend—surprise, surprise—that many of those destinations are on the west Wales coast.

[Jonathan Edwards (Carmarthen East and Dinefwr) (PC)]

The hon. Gentleman is talking about the historic under-investment in transport in Wales. If High Speed 2 —essentially an England-only railway—goes ahead and given that, despite the fact that transport is not actually devolved, Crossrail resulted in a 100% Barnett consequential, does the hon. Gentleman agree that a Barnett consequential for HS2 investment is essential, so that the Welsh transport infrastructure can keep pace with developments in England?

[Mr Williams]

I welcome that intervention. If the hon. Gentleman will allow me, I shall come on to that point because HS2 is of great interest to many of our constituents.

This is a historic debate. Seven years ago the National Assembly’s development committee heard evidence from the mid-Wales manufacturing group in Newtown. At the top of its list of key requirements for businesses to flourish were improved roads, rail and broadband. I would give five out of 10 for broadband but fewer marks out of 10 on rail.

What we need—there is a role for both Governments in this—is a stimulus that supports growth and creates a dynamic transport network in Wales. Much of the debate is internal and the exclusive responsibility of our National Assembly Government, but while that is appropriate, the fact that 16.4 million people live within 50 miles of the border makes cross-border services vital. Over the years of the rail franchise, we have seen strong development in that area, with Arriva Trains Wales reporting growth in its cross-border services of typically between 8% and 13%. On the Cambrian main line, which is a primary cross-border route connecting Aberystwyth to Shrewsbury and beyond, 900,000 journeys are made every year, and the average loading—I hesitate to use the word load to describe passengers, but it feels a bit like that sometimes—is about 125 passengers, which is slightly higher than the UK average. Although I appreciate that, in the current economic climate, there are great constraints on the Governments in Cardiff and Westminster, small, limited enhancements could bring genuine benefits to the community.

I will start with the modest aspirations. SARPA, the Shrewsbury-Aberystwyth Rail Passengers Association, has called for the improved utilisation of rolling stock resources, which could bring improvements to the service at minimal increased cost. Dealing with commuter trains in and out of Shrewsbury and Aberystwyth would be a good start. For example, at Shrewsbury, there is an early arrival from Aberystwyth at 7.11 am, but the next train arrives at 9.25 am, which does not make sense for the many people who need to get to work or college by 9 am. There is a lot of demand for travel to and from Shrewsbury for job opportunities, further education and medical services that are not readily available in mid-Wales, but the current timetable does not serve that demand effectively. Since privatisation, franchise holders have been instructed by the passenger service requirement to run trains with a two-hour frequency. Operators have happily taken the subsidy offered, but little thought seems to have been given by the franchisee to providing a service that reflects the demand for travel across the border.

I acknowledged at the start of my speech that transport policy is fragmented between the Assembly Government and the UK Department for Transport, but I know that there is a healthy dialogue between the Welsh and UK Departments because the Minister convinced me of that when I questioned him in the Welsh Affairs Committee. We also took evidence in Aberystwyth from the Welsh Minister Carl Sargeant, who spoke of an emerging much more positive relationship, so I know that to be the case.

Network Rail is, however, the responsibility of the Department for Transport. I salute the work of its Welsh division—the very fact that we have a Welsh division is an important message for those of us who believe in devolution. Network Rail has undertaken extensive infrastructure work, including the building of passing loops on our line, and we acted as guinea pigs for the development of the European rail traffic management system—the new signalling system that will be rolled out across Great Britain.

I am interested, however, in the Minister’s view on why we still do not have the hourly service. I do not want to damage his relationship with Mr Carl Sargeant, but does he regret, as I do, the apparent lack of will at Cardiff? There has been promise after promise after promise. Since 1999, we have been told that we will have our hourly service, and we have now been told that, as we do not figure sufficiently high in the priorities, we will have to wait until 2015. The service would plug an important gap in the timetable and make genuine commuting opportunities possible across mid-Wales.

At the same time, the Welsh Government have tried to kick-start a market between north and south Wales, with 10 services between Cardiff and north Wales and lower passenger numbers, and many argue that the route could effectively be served by three or four trains, rather than the 10 that it enjoys. An hourly service is a modest aspiration. We have been promised it before, and I hope we can push further for it following this debate.

There is a more ambitious proposal for train services in and out of mid-Wales and to London, which is the re-establishment of a direct service between Aberystwyth and London. Three years ago, we faced more disappointment when the Office of Rail Regulation threw out Arriva Trains Wales’s bid to develop the direct service. I declare an interest: I spend up to 10 hours a week on the train, somewhere between London and Aberystwyth. I have rarely driven here. My wife used to be an employee of Arriva Trains Wales—and a very good job she did, too. Arriva Trains Wales’s bid was an attempt to right a wrong that had emanated from privatisation legislation, which had meant the withdrawal by the successors to British Rail of a direct link to the capital.

In 2010, Arriva Trains Wales’s bid for a twice-daily service to London Marylebone was rejected. The company stated that the bid would unlock the potential of the mid-Wales rail market and bring it in line—that was music to my ears—with that of south and north Wales. It proposed to route a line for the direct service via Shrewsbury and Birmingham International, and the latter is important because many of my constituents and those who live in other parts of mid-Wales use the airport there; it is the airport for mid-Wales. The proposed service would have continued through Banbury, West Ruislip and Wembley to London Marylebone, and plans were drawn up for timetabling and rolling stock. The Office of Rail Regulation gave as its reason for rejecting the bid a concern about the “financial viability” of the new service. There were concerns about the abstraction of revenue from the sadly now former Wrexham, Shropshire and Marylebone Railway Company, and there were concerns from Chiltern Railways.

I well remember nearly 30 years ago InterCity 125s leaving Aberystwyth at 7 am. It was not exactly robust commuter traffic on a daily basis, but it sent an important signal of connectivity from a peripheral area to the rest of the country. I also remember freight being delivered on that service to Aberystwyth. I am flying the kite to the Minister, resurrecting the ghost of that service, in the expectation that he can help us, and that the Minister at Cardiff Bay is listening, too. We should at least explore the possibility of a direct service once again, and I hope that the Department for Transport and the Assembly Government will look favourably on that. The consequences of the rejection of the Arriva Trains Wales bid has been that, since 1991, Aberystwyth is one of the few towns in Britain left without a direct link to the capital.

I want just to touch on two other things; I know that colleagues want to talk about issues that affect their localities. In 2018, the Arriva Wales franchise will be up for renewal, so can the Minister clarify who has ultimate responsibility for arrival at the new franchise? Can he confirm that there are two signatures on the documentation for it? Or, is it the sole responsibility of our Assembly Government? Either way, the matters will, I am sure, be part of the Silk commission’s work when we look at the devolution of responsibility. Clarity about rail franchises will be considered as Paul Silk embarks on part 2 of his inquiry into further powers.

I also want to talk about the historical matter of the initial subsidy agreement, which was not signed under the Minister’s watch, between the then Strategic Rail Authority and Arriva Trains Wales. There was an agreement for a one-year subsidy of £120 million, which would reduce over the 15 years of the franchise to less than £100 million. The Welsh Assembly Government, rightly within their remit, have decided to pursue a positive policy, including increasing train lengths, acquiring new trains and extending platforms, but I just wish we could see a bit more of the money in mid-Wales.

The policy resulted in the subsidy increasing, in 2012, to £140 million, and it has been suggested by some, including our Select Committee, that some of the problems with congestion and overcrowding are the result of inadequate modelling of predictions for growth in the industry. The Select Committee concluded in its 2009 report that

“overcrowding is the result of poorly designed franchises which paid no heed to industry forecasts for passenger growth.”

Consequently, the Government in Wales are paying for investment. Some have suggested that Wales is being short-changed.

Many people I talk to have a wrong perception that HS2 will directly affect train travel in and out of Wales. HS2 will have an effect. Perhaps if we get the electrification that we all want in north Wales, it will have a positive effect on travel. I am dispelling a perception in my constituency that, somehow, we might step off a slow Arriva Trains Wales train somewhere in Birmingham and hop on to a fast train and head off down to London with 40 minutes taken off our journey. Of course, that is not the reality, which leads me to question the benefits that will accrue to large parts of Wales. The hon. Member for Carmarthen East and Dinefwr made a point about the scheme’s possible Barnett consequences.

I could go on at great length. The debate is as broad as the border is long. I could talk about so many issues, but I am keen to flag up one persistent problem: the more we talk about north Wales and south Wales, the more our constituents in mid-Wales say that we are somehow being short-changed. We are not getting the service that we need, not just for those daily trips in and out of Shrewsbury to do some shopping at Marks and Spencer, but to access the services that we require to develop our area economically.

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[Jessica Morden (Newport East) (Lab)]

Well done to the hon. Member for Ceredigion (Mr Williams) for securing this debate. I am sorry that I was unable to be on his marathon six-hour train journey, but he has made a persuasive case for mid-Wales, and I am sure the Minister is listening. I also thank him for giving us an opportunity to lobby on other transport matters. As a south Wales MP, I will address the Severn bridge tolls and rail, which he has already mentioned.

The Severn bridge tolls are a thorny issue. A Wales Office Minister recently told me that reports commissioned on the impact of the tolls on Wales gave a mixed picture. He may well say that, but constituents and businesses tell me loud and clear how hard they find absorbing the increased tolls each year when their pay is frozen, their hours are reduced and the cost of living is rising. I am aware of their misery, because it is a major local issue about which I am contacted as an MP. Businesses, particularly those in the haulage industry, say the tolls mean they bear a cost that competitors across the bridge do not and that they have to add that cost to their bottom line, which hits their competitiveness. A Welsh Assembly study, about which the Minister may be aware, shows that scrapping the tolls altogether would improve the economic output of south Wales by some £107 million.

For many, the light at the end of the tunnel is the end of the concession in a few years’ time. I say a few years’ time, because every time someone ventures to say the concession will end on a certain date, the duration of the concession lengthens, which is worrying to say the least. That is mild: I think the concession is becoming a farce. In 2005, the concession would end in 2016; last year, it was 2017; and it now appears to be shifting to the end of 2018. Will the Minister confirm his current estimate?

The first reason given for extending the concession was reduced traffic due to the downturn; then it was the cost of installing the card-handling system, then industrial building allowances and then higher VAT. Now, because the concession may well extend beyond 2018 into 2020, we have the mystery debt from the construction of the bridges, about which another Minister wrote to the Select Committee on Welsh Affairs and which might push the date further into the future. The announcement in December obtained by the Chair of the Welsh Affairs Committee, the hon. Member for Monmouth (David T. C. Davies), was news to all of us on the Committee. The information was never mentioned in our recently completed inquiry. Will the Minister explain how the debt came about and why we were never told of it?

That highlights the problem with the concession. I note that Ministers have recently been using the Severn bridge concession as an example of why private companies’ investing to improve our roads, with motorists paying tolls, is a good idea. I have heard Ministers say on the radio and on television that there are tolls on the M6. Well, I think that the Severn bridge concession is a terrible example. The concession, fixed by law years ago, allows the company to whack up the tolls every year until it reaches its target. The toll is completely inflexible, as we saw when there were calls to accept debit and credit card payments. Help for regular users, off-peak travel for businesses and the ability for car sharers to share the tab are all too difficult for the concessionaires who just care about getting the revenue. Calls from customers for any sort of flexibility fall on deaf ears, and the motorist yet again gets stung, with no protection when times are hard, as they are now.

We need something to look forward to when the concession ends. There is a niggling fear that the Treasury sees the bridges as a useful revenue stream after 2017, 2018 or 2019, or whenever the concession ends, and is looking to bank in advance the anticipated revenue from the bridge tolls. Will the Minister please tell me that is not the case?

We need to know what discussions are taking place and whether the Department is engaging with the issue now, rather than waiting until the last minute. Crucially, we need to know that not only reduced tolls, but other creative ideas such as reductions for regular users and off-peak travel for businesses are being considered.

[Jonathan Edwards]

Does the hon. Lady agree that, on the announcement we heard in evidence to the Welsh Affairs Committee that the UK Government intend to continue the tolls at their current level, following the return to public ownership because of a previously undisclosed debt, the general impression in Wales is that the UK Government are fleecing Welsh motorists?

[Jessica Morden]

I agree with the hon. Gentleman. Obviously, the Welsh Assembly has expressed an interest in running the bridges when the concession ends, and I would be happy with that, as I suspect would many of my constituents, if it pledges in advance to reduce the tolls. It would be helpful if the Minister told us what discussions are ongoing with the Welsh Assembly Government.

The Severn tolls are the highest in the UK. It is true that we have to pay the tolls because the bridges had to be built, but the situation is now out of control. The Government stepped in for the Humber bridge and the Dartford crossing, and they ought to do the same for the Severn bridges and give us some reassurance for the future.

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[Nia Griffith (Llanelli) (Lab)]

I congratulate the hon. Member for Ceredigion (Mr Williams) on securing the debate, because we all know that getting connectivity right across the UK is economically important.

I welcome the Government U-turn on electrification to Swansea, restoring the original Labour plans. It is a pity that we had to spend time on that discussion when we could have spent it discussing going further west with the electrification, which is obviously a direction in which I would like to see it go.

In this country, we have a real difference between east-west and north-south connectivity. I remember, when I was at school, drawing a map of the UK according to how long it took someone to get from A to B, and the elongation from east to west was clear. That is exactly the same today. I take two hours to get from London to Cardiff, which is 150 miles, and a further two hours to travel the 50 miles from Cardiff to Llanelli. The main reason for that is the change at Swansea station, which is a lot pleasanter now because we have a nice new waiting room—very much improved—but much as I enjoy the company of tourists and the families going on the boat to Ireland in the summer, in winter it can be extremely lonely, dark and open to the Swansea high street.

The real reason that puts people off coming to and investing in west Wales is not enough through trains. We must look at that and perhaps in the new franchise insist on many more through trains all the way from London to west Wales.

The first problem we encounter when travelling from London to west Wales is Reading where, for ever and a day, there seem to be delays, problems and congestion. I hope that the Minister will look at that and prioritise the way through Reading so that we are not held up at the first point on our way westwards.

The recent wet weather saw access through Bristol Parkway limited because of flooding and the perennial problems with the Severn tunnel. I want the Minister to ensure that everything is being done to try to bring together the relevant agencies to improve flood prevention in the Bristol and Severn tunnel areas. The sort of floods we saw recently are unlikely to be an isolated event, and will be repeated.

I welcome the Welsh Government’s intention to purchase Cardiff airport. It is a tremendous opportunity to turn it around from a rather run-down business and to increase the opportunities so that people do not have to travel all the way from Wales to Heathrow with all the costs involved—often an overnight stay or high car parking charges. It will open up an opportunity for people in many areas around Wales, such as Worcester, Gloucester, Cheltenham and Bristol, to come to Cardiff airport for their flights abroad. That will depend on transport into Wales, and at the moment, apart from the M4, there is weakness in that midlands area, as the hon. Members for Brecon and Radnorshire (Roger Williams) and for Montgomeryshire (Glyn Davies) highlighted. There is a significant need for improvement.

When I went to the Corby by-election, it was quicker to go via London. South Wales has good links to London, and to Manchester and from there to the north and the north-east, but there is a weakness in anything that goes through the midlands. Trying to travel sensibly and as the map would suggest through the middle of England seems to be incredibly difficult, and we need a further emphasis on what can be done to make services better. The north has the trans-Pennine route, but we do not have an equivalent route from Birmingham to the east midlands, linking back into the constituency of the hon. Member for Ceredigion. We must improve that.

[Jonathan Edwards]

The hon. Lady is making a valid point. Perhaps one of the great benefits of electrification —we all welcome it, and it is coming to Swansea—is that, as some transport experts have suggested, a case could be made for the possibility of a regional Eurostar service to Paris and Brussels. That would open up Wales to the wider European Union market.

[Nia Griffith]

Indeed, but for that to be successful we need many more through trains, and connectivity when we come into London so that we are not stopped half way because of difficulties in Reading, Bristol and the Severn tunnel area. I hope that the Minister will look at the matter in the round and try to improve our east-west connectivity in this country.

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[Yvonne Fovargue (Makerfield) (Lab)]

I congratulate the hon. Member for Ceredigion (Mr Williams) on securing the debate, and I have listened with interest to the knowledgeable contributions by hon. Members from all across Wales.

This is an important debate, as has been said. Transport links and connectivity are not only a lifeline, but vital for business investment, thereby improving employment prospects and reducing poverty. Historically, Wales has suffered from under-investment, leading to congested road and rail links between England and Wales. It is suffering from very high tolls levied on the Severn bridge on passengers travelling into Wales only, and it continues to suffer from disputes over responsibility and fragmentation and more distant relationships between Welsh local authorities and Whitehall than with the Welsh Government.

Roads are still the main link between England and Wales, but there is heavy congestion. The M4, which is the main route, is still inadequate at key points, and it runs close to capacity, with traffic volumes expected to grow. For example, around Newport, as I am sure my hon. Friend the Member for Newport East (Jessica Morden) knows, there are concerns about capacity, safety and resilience at peak periods. That is not the only area by any means, and I welcome the Welsh Assembly consultation on measures to tackle the shortcomings, and I await with interest the outcome of its appraisal of possible solutions.

As was mentioned by the hon. Members for Montgomeryshire (Glyn Davies) and for Brecon and Radnorshire (Roger Williams), there are also other issues. I highlight one: the A494 is an important link, but improvements to the road have only been made on the English side, so the good road stops at Wales. Co-ordination is needed on those important issues.

I turn to the Severn bridge, which my hon. Friend the Member for Newport East mentioned so ably. It is a vital link, but the toll has been increased above inflation to £6.20, and it only applies to traffic entering Wales. Business groups have long said that that is a barrier to much-needed investment in businesses in Wales. What are the Government’s proposals to remedy the situation and what options are they considering when ownership of the bridge returns to the UK Government? I support my hon. Friend in wanting certainty over when that will be. I believed that that would happen in 2018.

[Jonathan Edwards]

As the hon. Lady is aware, it is the policy of the Welsh Government, who are controlled by the Labour party, to seek ownership of the Severn bridges. Will she give a commitment today to the people of Wales that, if Labour form the next Government after the general election in 2015, those bridges will be passed on to the people of Wales?

[Yvonne Fovargue]

I was going to come to that point. Early discussions with the Welsh Government are essential, and there should be acceptance of the underlying principle that they should play a central role in determining future arrangements, and in accessing and utilising any future revenue streams for the people of Wales.

My right hon. Friend the Member for Delyn (Mr Hanson) and the hon. Member for Brecon and Radnorshire spoke about buses, which are a lifeline for many people, particularly pensioners, but the two national concessionary bus passes are not valid for pensioners who wish to cross the border from either side. They are left to rely on voluntary schemes provided by local authorities. There is also a lack of awareness about the convenience of bus routes into Wales from Bristol, despite the fact that they have a competitive price, due to exemption from tolls. Will the Minister say what is being done to address both those issues and how he will promote cross-border bus services?

I turn to rail, where there are significant challenges, as we have heard, around capacity and infrastructure. I am pleased that the Labour Administration in Wales is exploring not-for-profit models, including the co-operative mutual model, when the Wales and Border franchise, currently operated by Arriva Trains Wales, expires in 2018. I hope that that will prove a pathfinder for England. A major electrification project for the Great Western railway line to Swansea was introduced by the previous Labour Government, but put on hold by the coalition. Despite that delay on the Government line—perhaps it was caused by the weather, perhaps by leaves—that has now been reconfirmed, and the journey time from Paddington to Swansea could be reduced by 20 minutes. However, will the Minister say why the work is to start in London and not in Wales?

As we have heard many times, closer co-operation between train companies is vital if they are to be financially viable. What is the Minister doing to promote that? Inter-franchise connectivity is a key component, as has been mentioned, and it is certainly not helpful to have companies such as Wrexham and Shropshire, which ran the cross-border services between 2008 and 2011, withdraw, as they were not allowed to stop at Virgin-run stations. It is important that franchises co-operate with each other to ensure that journeys are made with the minimum disruption and that they do not have to go through convenient stations, simply because they are operated by another franchise holder.

The hon. Member for Ceredigion will be interested in the fact that the Welsh Government have committed to a long-awaited hourly service between Aberystwyth and Shrewsbury—I am sure that 2015 is too far away for him—but more emphasis needs to be put on improving services to north Wales, as we heard from my right hon. Friend the Member for Delyn, and electrification is a key component. Will the Minister update us on the progress of the business plan for that?

Oral Answers to Questions

Jonathan Edwards Excerpts

Thursday 18th October 2012 Commons Chamber

[Mr McLoughlin]

HS2 will be the subject of a huge amount of parliamentary time as we prepare the hybrid Bill and bring it before Parliament in the next Session.

[Jonathan Edwards (Carmarthen East and Dinefwr) (PC)]

Arguably one of the benefits of HS2 is that it will create extra capacity on the conventional network. However, these services are highly unlikely to be profitable and will require extra subsidy. What calculations has the Department made about the extra cost of that subsidy and the subsequent Barnett consequentials that the Welsh Government will be entitled to?

[Mr McLoughlin]

We are some way off getting to that stage. I am dealing with a number of other figures at the moment, so I will take away the hon. Gentleman’s question and think about it a little more deeply, rather than give a rushed answer at the Dispatch Box.

Rail Investment

Jonathan Edwards Excerpts

Monday 16th July 2012 Commons Chamber

[Justine Greening]

It is too early to say exactly what will be specified in the franchise contracts, but many of the investment proposals that we have put in place today, which the industry will come back to us with more detailed versions of, allow the potential for more frequent services. I know that that is exactly what communities such as my hon. Friend’s want. We are building headroom for growth into the railway network for the communities that need it.

[Jonathan Edwards (Carmarthen East and Dinefwr) (PC)]

I find myself in the strange position of congratulating the Government on their statement. It goes part of the way to making up for the historical underfunding of the Welsh railways. The north Wales coast line and the line west of Swansea are vital links between the mainland and Ireland, which is a major trading partner of the Welsh economy and the wider UK economy. What discussions are happening between the Department, the Welsh Government and European institutions about using Wales’s share of HS2—

[Mr Deputy Speaker (Mr Lindsay Hoyle)]

Order.

Oral Answers to Questions

Jonathan Edwards Excerpts

Thursday 28th June 2012 Commons Chamber

[Mrs Villiers]

My right hon. Friend will appreciate that fuel duty is a matter for the Chancellor. We do appreciate the irritation that helicopter noise can cause—anyone who works in this building gets irritated by them buzzing overhead so often—and will consider it as part of our consultation on a sustainable framework for UK aviation.

[Jonathan Edwards (Carmarthen East and Dinefwr) (PC)]

Like many Members, I eagerly await publication of the high-level output specification and the statement of funds next month. As matters stand, Wales would see electrification only of our rail network to Cardiff, compared with electrification of 40% of UK railways and the electrification of the Glasgow to London route in 1974. I invite the Department to make up for this historical injustice by including electrification of the valleys network, the north Wales coast line and the main line to Swansea?

[Justine Greening]

I can assure the hon. Gentleman that the Government are looking closely at what we can do to improve the railway system in Wales. He will have to wait for the HLOS statement itself, but I am absolutely determined to ensure that we see investment go to all parts of the country. It is a key part of what the Government want to do—rebalance the economy—and that absolutely includes Wales.

High-speed Rail

Jonathan Edwards Excerpts

Tuesday 10th January 2012 Commons Chamber

[Justine Greening]

Part of our business case for phases 1 and 2 is looking at the wider economic impacts. It is always difficult to monetise those properly, but I believe that they will include some of those positive impacts, and that over time we will see the benefit of a larger high-speed network nationally, bringing benefits not only to constituencies like my hon. Friend’s, where the network already exists, but to other cities across the country.

[Jonathan Edwards (Carmarthen East and Dinefwr) (PC)]

I would be intrigued to learn how it is cheaper to develop a railway by digging a tunnel. How can the UK Government justify that decision, which it is reported will cost £500 million, made to keep the Secretary of State for Wales in post, while refusing even to electrify the main line to Swansea?

[Justine Greening]

May I just correct the hon. Gentleman’s facts? Tunnelling under the Chilterns will save between £250 million and £300 million, rather than costing £500 million. I hope that that provides him with some reassurance that this will in fact be less expensive than it would otherwise be.

Oral Answers to Questions

Jonathan Edwards Excerpts

Thursday 10th November 2011 Commons Chamber

[Justine Greening]

We have a range of approaches to ensure that transport is affordable and accessible to everyone, , including young people. As we have seen in London, getting young people to use public transport from an early age is one way of getting behaviour change. I am very conscious of that, and I shall be interested to see what more I can do in my role.

[Jonathan Edwards (Carmarthen East and Dinefwr) (PC)]

What assessment has the Minister made of the impact on local newspapers of relaxing the guidelines on the statutory publishing of traffic regulation orders?

[Norman Baker]

Obviously, we recognise that there is a potential impact on local newspapers, but we also realise that this is perhaps an archaic way of forcing local authorities to advertise traffic regulation orders, and that it involves a significant cost, to the extent that sometimes the cost of advertising is in excess of the cost of the work carried out.

Swansea Coastguard

Jonathan Edwards Excerpts

Monday 12th September 2011 Commons Chamber

[Mike Penning]

I thank the hon. Lady for her honesty, but she should take a look at what I did around the country. The Western Isles is a Scottish National party constituency; Holyhead is in, I believe, a Labour constituency; and I have shut Brixham in the west country, which is in a Conservative area. I have taken huge amounts of flack, but people should look around the country before throwing those sorts of accusations at me. I knew the hon. Lady was alluding to those with her smirk, which is why I gave way. I have not taken that approach in any shape or form. If I had done so, why am I looking at Holyhead in the way that I am? The Labour Government were going to close two and leave one in Wales, but I will definitely come out of this procedure with two in Wales, no matter what happens.

[Jonathan Edwards (Carmarthen East and Dinefwr) (PC)]

rose—

[Mike Penning]

I am not going to give way, because I have exactly five minutes left. I wanted that answer out, because I saw the hon. Lady’s smirk.

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[Mike Penning]

Sorry, Mr Speaker. We have known each other for many years, and I am sure you will not take offence. Oh, dear.

We looked at the main concerns, which included 24-hour stations and local knowledge. In the Secretary of State’s statement, we accepted those two points. We felt that leaving the station open as what I, as an ex-fireman, would call a “day manning” station was not right and we had to come up with a formula that would allow us to come down to the numbers that we needed to come down to while having the national resilience that we were looking for and a maritime operations centre or headquarters that could feed out in major incidents. So we made two decisions. The first was to come down to the key 24-hour stations and to have one MOC, not two, which actually will give us enough money to keep stations open 24 hours a day.

The second decision was obvious. It was obvious to me when we were doing the work that, if we were worried about topography, as I call it, being an ex-fireman, and local knowledge, which was the general concern, we ought to look at the pairs—or the twins or whatever we want to call them—which cover for each other regularly. That is how they have been structured. We did not have national resilience, which is why the coastguard co-ordination centres were paired off. They covered for each other. Some were paired off quite arbitrarily. For instance, Belfast was paired with the Clyde. But they did it and it worked. We decided that, if those were the criteria for pairing, we would take one of the pairs away. They are in the consultation now because initially the proposals did not include Swansea. However, having decided to move one of the pairs, logically we had to consult on Swansea and Milford Haven, as well as Liverpool and Holyhead—Liverpool was in the consultation with Belfast and the plan had been to close Holyhead—the 24-hour centre in northern Scotland and the Western Isles and the single MOC. That was the basis of the consultation now.

[Jonathan Edwards]

rose—

[Mike Penning]

No, I am not going to give way because I have time issues.

On Milford or Swansea, I have listened carefully to hon. Members’ points, particularly on local knowledge, the skills, the amount of work that the centres cover and so on. I can tell the hon. Member for Gower that, when I was there on Tuesday, the Swansea centre was closed. The co-ordination centre was closed—Milford was covering Swansea that day.

Coastguard Modernisation

Jonathan Edwards Excerpts

Thursday 14th July 2011 Commons Chamber

[Mr Hammond]

I am grateful to my hon. Friend and to the Committee for the work that it did. I suspect that he may get the prize for being the Member with the constituency furthest from the coast who has contributed to this discussion today. I would be happy to talk to him offline, but I sense that Mr Deputy Speaker would not encourage me to explain in detail the technical features of the new maritime operations centre.

[Jonathan Edwards (Carmarthen East and Dinefwr) (PC)]

What discussions has the Secretary of State had with the new Welsh Government about the proposal to aim the axe at Swansea rather than Milford Haven? Has he received any representations from new Welsh Ministers?

[Mr Hammond]

No, I have received no representations about the choice between Swansea and Milford Haven.

Severn Crossings Toll

Jonathan Edwards Excerpts

Thursday 19th May 2011 Westminster Hall

[Paul Murphy (Torfaen) (Lab)]

Thank you, Mr Davies—I have just realised that one third of the Members in the Chamber are called Davies.

The hon. Member for Monmouth (David T. C. Davies) and I ought to form a Gwent national party because I agreed entirely with everything he said when opening the debate. Again, the Select Committee is to be commended on its work. Interestingly, in our earlier debate, the Under-Secretary of State for Wales said that it is quite rare for Members from Wales to get together and agree on everything but, within minutes, we have an example of doing precisely that. We agreed on the importance of the bridge—we welcomed the building of the second Severn crossing in the early ’90s—and on what is likely to happen in 2017, when the concession runs out and the Government take over the running of the two bridges.

I remember the first bridge being opened and I also, as I said in an intervention, led jointly for the Opposition on the Severn Bridges Bill in 1991—so long ago, in fact, that half the membership of the Bill Committee is dead and the other half, except for me, is in the House of Lords. It was interesting reading the debate because, although we agreed with the building of the second Severn crossing, which was absolutely necessary, there were concerns about the nature of the deal and of the concession. I am glad that the Select Committee referred to that in its report:

“Our inquiry demonstrates the inflexibility contained in the Severn Bridges Act 1992 and the concession agreement between the Government and Severn River Crossing Plc. This has made it difficult for the Government to respond to the current economic climate and freeze the toll”—

whether the Government of which I was a member or the present Government, because both would find it difficult to change the intricate concession and deal agreed 20-odd years ago, and we must look to the future on that.

I agreed very much with my hon. Friends the Members for Blaenau Gwent (Nick Smith) and for Newport East (Jessica Morden) on how new technology has not been introduced on the bridge that I will cross in five hours’ time. All of us who travel to Europe, France in particular, and to other countries have seen the most sophisticated technology—number plate recognition or using credit cards and so on—but none of that has happened on our bridges into Wales. Frankly, that is a matter of public scandal. All Governments are to blame for not putting pressure on the company to ensure that.

The other issue that was raised in 1991 was that there ought, we believed, to be local inquiries every time the tolls were to be increased substantially. That proposal was defeated in Committee; it would have been a good idea, but it did not happen.

I read with great interest the Select Committee’s questioning of the top officials of Severn River Crossing plc. I entirely understood the questions posed by the Committee, especially those of my hon. Friend the Member for Pontypridd (Owen Smith), but I failed to understand the answers—perhaps that was my fault—and the finances surrounding the end of the concession are as murky as the Severn itself. I do not know who, if anyone, will make a great deal of money in a few years’ time, but I do know that when we look at the figures, the running costs are £15 million a year and the income is £72 million a year. The debt is almost paid off and no new technology has been put in, so one wonders a little why those figures do not quite add up.

[Jonathan Edwards (Carmarthen East and Dinefwr) (PC)]

The right hon. Gentleman makes an interesting point. Does he agree that it was very strange that, during those deliberations, the company was unable to provide us with its likely profit at the end of the concessionary period?

--- Later in debate ---

[Owen Smith (Pontypridd) (Lab)]

This, again, has been an interesting and worthwhile debate—certainly worth while from my perspective, not least because it gives me the opportunity to say that I, too, find it utterly inexplicable that my right hon. Friend the Member for Torfaen (Paul Murphy), the former Secretary of State for Wales, for Northern Ireland and for Wales again, is not in the other place. However, it is a delight for us to be able to enjoy his wisdom for a few more years in this House.

The Severn bridges are a hugely strategic part of the infrastructure of Wales. The Select Committee report was extremely timely because it addressed, as we have not seen addressed in the House, that question of their strategic importance. Furthermore, important post-2017 decisions, to which hon. Members referred earlier, beckon whichever Government are in power when the bridge comes into public ownership.

I hope that the Government learn from some of the things revealed by the report, which affords us an opportunity to be taught about how important infrastructural developments, such as the second Severn bridge, might be financed in future. That development came at the outset of the debate on private finance initiatives—very different PFI structures are put in place for infrastructure these days—but, clearly, lessons can be learned, in particular about the contractual nature of the agreement made between the Government and whoever is developing things.

The report gave us the opportunity to explore, although not really get to the bottom of, the economic impact of the bridge tolls on Wales. My hon. Friend the Member for Swansea West (Geraint Davies) talked at length about the inevitable economic consequence of what I think we all agree is a high toll, obliging people looking to trade and travel across the bridge to commit extra resources. That must, at some level, be an impediment to developing trade between Wales and England and to developing the Welsh economy.

[Jonathan Edwards]

The policy of the previous Welsh Government was to seek responsibility for the bridges at the end of the concessionary period. Can the hon. Gentleman inform the people of Wales what the policy of the new Welsh Government is? If the rhetoric of standing up for Wales is to be believed, surely gaining control over the main supply route into Wales would be a main objective.

McNulty Report and West Coast Rail

Jonathan Edwards Excerpts

Thursday 19th May 2011 Commons Chamber

[Mr Hammond]

My hon. Friend is right. High-quality rail services deliver major economic benefits to the towns they serve, which, of course, is one of the major rationales behind the Government’s enthusiasm for the high-speed rail project.

[Jonathan Edwards (Carmarthen East and Dinefwr) (PC)]

What consideration has been given to a Welsh franchise based on a not-for-profit model operated by the Welsh Government? I believe that is the policy of at least two of the main parties in the National Assembly.

[Mr Hammond]

I am pleased to be able to tell the hon. Gentleman that franchising policy in Wales is a matter for the Welsh Assembly Government, so it will be for them to decide when the current Arriva Trains Wales franchise comes up for renewal, which—off the top of my head—is in 2016. However, I said something this morning that he will be interested in: I indicated that when we return to the House later this year with our proposals for broader rail reform, we will consider the greater devolution of regional railways and regional railway funding, both to the devolved Administrations and to local authorities and integrated transport authorities around the country. That will enable us to oversee the national strategic rail routes, but not manage the regional and local railways system, from the Department in London. That seems a sensible way of proceeding.