M56 (Junctions 12 to 14)

Lord Evans of Rainow Excerpts

Tuesday 17th November 2015 Westminster Hall

[Graham Evans (Weaver Vale) (Con)]

I beg to move,

That this House has considered Junctions 12 to 14 of the M56 motorway.

It is a pleasure to serve under your chairmanship, Sir Roger. I have secured this debate because I have serious concerns about the stretch of motorway between junctions 12 and 14 of the M56, which is a major motorway in its own right that links three other motorways—the M6, the M60 and the M53—connecting Cheshire, north Wales and Greater Manchester. The M56 eventually becomes the A55, which continues to Holyhead, providing the single most important transport link for moving freight into and out of north Wales.

Accidents happen all too often on the M56, particularly between junctions 12 and 14, which is the stretch that runs alongside the important communities of Helsby, Frodsham, Sutton Weaver, Preston Brook, Norton and Beechwood in my constituency of Weaver Vale. There is a long, straight stretch of motorway between junctions 12 and 14, running east-west from Runcorn to Chester. There are services at Hapsford, but there is very little technology or electronic signage alerting drivers to potential hazards ahead. The purpose of this debate is to try to get technology on that stretch of motorway.

This is a busy stretch of motorway, with more than 120,000 motorists using the M56 each day and just short of 10,000 vehicles passing through junctions 12 and 14 in both directions during the 5 pm to 6 pm evening rush hour, with even more using the same stretch between 7 am and 8 am during the morning commute. I routinely use the M56 when attending engagements around Weaver Vale, and my constituency office is located off junction 11 at Sci-Tech Daresbury. I therefore have first-hand experience of the challenges that motorists face along the M56.

The section of motorway between junctions 12 and 14 is predominantly east-west, and the setting sun can have knock-on safety implications, particularly at this time of year, or when inclement weather makes it difficult for drivers to see. There have been a number of incidents in the past 12 to 18 months. Sadly, some of those incidents have been extremely serious and have had a devastating effect on the local community. Last month, the police declared a major incident and shut the motorway in both directions from junction 14 to junction 11 after a chemical tanker overturned on the eastbound carriageway near Helsby, just past junction 14.

[Justin Madders (Ellesmere Port and Neston) (Lab)]

I am grateful to the hon. Gentleman for securing this debate on an important issue that affects not only his constituency but mine. Junction 14, of course, is just within the boundary of Ellesmere Port and Neston, and we have Members here from other constituencies in the wider area that are also affected. He has clearly set out some of the issues. Statistics reveal that the number of incidents on this stretch of motorway has doubled in the past four years. Does he have any thoughts or theories as to why we have seen such an increase in serious incidents on this stretch in recent years?

[Graham Evans]

I welcome the help and support of the hon. Members for Ellesmere Port and Neston (Justin Madders), for City of Chester (Christian Matheson), and for Halton (Derek Twigg), and I look forward to working with them. There have been issues on this stretch of the M56 for many, many years. Indeed, as the hon. Member for Halton will know, junction 12 is currently under pressure from severe roadworks. As I will say later in my speech, the Mersey Gateway bridge is also adding pressure, so there are factors that may be regarded as temporary, but that does not detract from the purpose of this debate, which is to get smart technology installed on the whole stretch between junctions 12 and 14. I will explore the short-term measures that could alleviate the problems, but I am looking for significant investment in the whole area for a long-term solution.

There were eight casualties in the recent accident, and five were treated by the North West ambulance service, which does a fantastic job, at Hapsford services off junction 14. Three casualties were taken to the Countess of Chester hospital, but they have all since been released. A secondary collision on the eastbound carriageway occurred at 8.31 pm that evening involving a car transporter and a car, which resulted in a 24-year-old man, a 26-year-old man and a one-year-old baby boy suffering serious injuries.

The motorway was closed for several hours following the tanker crash last month as an investigation was conducted to ascertain the nature of the chemical carried by the tanker. In the meantime, a 1,500-metre cordon was established that also shut down the Holyhead to Manchester railway line. Mid-Cheshire was brought to a complete standstill, and commuters were left stranded, unable to travel by car or rail. I understand why there are very strict safety protocols that must be followed in the event of a chemical spillage, but for some reason the investigators were not able to contact the chemical company to ascertain the contents of the tanker. I am looking into how that came about.

Last year, an empty bus collided with a car and two heavy goods vehicles near junction 12. Police and fire and rescue teams attended the scene and tried to cut a man and a woman out of two different vehicles. Sadly, both the man and the woman were declared dead at the scene. These are not isolated incidents. Accident rates have worsened since 2013, as the hon. Member for Ellesmere Port and Neston highlighted, with accidents clustered around the junction 12 exit slip road and the chevron-marked area between Runcorn and Frodsham all the way through Hapsford services at junction 14. There have been more than 160 road traffic collisions on this stretch of motorway since 2011, more than 50 of which have caused either injury or death.

Unhappily, there was a significant tanker fire in August in the vicinity of junction 14, which prompted me to organise and facilitate a multi-agency meeting in October in response to the increasing frequency and seriousness of the incidents. Present at the meeting were senior representatives from Highways England, Cheshire constabulary, the Mersey Gateway company, Halton Borough Council and Cheshire West and Chester Council, and I made it clear that the meeting was the start of an ongoing process to ensure that we address all the concerns of constituents across the area affected. A number of issues and potential initiatives were explored, such as the introduction of smart motorway technology, enhanced cameras, improved advance notice of incidents and electronic signposting. We also discussed how the various agencies respond to incidents, both in the immediate aftermath and as a situation unfolds, such as the use of carriageway gates to release trapped drivers. Our principal objective was to identify key issues; consider solutions and seek to introduce them in an effective and timely manner to minimise the possibility of accidents recurring; and reduce disruption when accidents occur. At the meeting, a Highways England representative informed me that, two years ago, it considered an alternative traffic management plan for when this section of the M56 is seriously gridlocked, but that plan has not yet come to fruition. I urge the Minister to ensure that the plan is revisited as a priority.

[Derek Twigg (Halton) (Lab)]

As the hon. Gentleman knows, this is a serious issue of concern in Halton. What evaluation has there been of these accidents? At what time of day do they happen? In what weather do they happen? Were mobile phones being used? Has there been a road safety audit of this stretch of motorway? If so, what was the result and what was done about it? There have been cuts to incident support units, which is an added factor in being able to get to such incidents quickly.

[Graham Evans]

The hon. Gentleman raises serious and important points, some of which I raised with Cheshire constabulary. I was somewhat disappointed with the response. Cheshire constabulary looks at every accident; it says that there is no connection, and that they are individual accidents with no linked contributing factors. I agree with his underlying point, because I think there is a connection: the east-west aspect of the motorway and the timing of these accidents when the sun is setting at rush hour.

A further point raised at the meeting was the use of carriageway gates, which I touched on briefly earlier. Several reservations along the M56 have carriageway gates that can be opened to release trapped drivers. They are located roughly every 2 km, and the keys are kept centrally and delivered to the relevant personnel when needed. Keys are now kept on all Highways England vehicles, which is a definitive step in the right direction, although the challenge in using the carriageway gates remains in getting the appropriate personnel in place to close and monitor a lane on the opposite carriageway so that traffic can be released from the affected carriageway. I was interested to note that the keys were not carried in the vehicles; I found it quite amazing. Apparently they are now. I look forward to working with the relevant agencies and the Minister over the coming months to discuss how we can achieve that more readily on that stretch of motorway.

There is little digital signposting along this stretch of motorway to alert motorists to incidents or danger ahead. I have made it clear that I fully support the introduction of smart motorway technology to improve safety and traffic flow. The introduction of smart motorway technology is planned for junctions 6 to 8 of the M56 and junctions 5 to 11 of the M53, and I have been campaigning for similar technology along the stretch between junctions 12 and 14 of the M56.

The key to preventing the build-up of tailbacks following an incident is moving vehicles away from the area as quickly and safely as possible. The M56 between junctions 12 to 14 is unfortunate in that it has few trunk roads that can handle overspill traffic when an incident occurs. The main route at present is the A56, which goes through the residential areas of Frodsham and Helsby and has numerous pedestrian crossings, making it unsuitable to cope with the volume of motorway traffic following a severe accident on the M56. I would be interested to know whether it is possible to bias the timing of pedestrian crossings in favour of traffic flow when an incident occurs, to help relieve tailbacks faster.

The Government have already invested heavily in the area. Work has been undertaken to improve safety and traffic flow on the motorway; £2.3 million in improvements have been made to access roads on junction 11. The works include installing signals on the roundabout, widening the carriageway at key locations on the roundabout, constructing an additional lane on the M56 westbound exit slip and constructing an additional lane on the A56 approach to the roundabout, as well as resurfacing and road marking. The scheme was opened fully in September. As part of the Government’s road investment strategy for my area, work was announced last December on junction 11A to connect the M56 with the A533 at Runcorn to create a new, improved link with the M56 to the new Mersey Gateway bridge, which is under construction.

Likewise, improvement works are being undertaken on junction 12 to link up the Mersey Gateway bridge, which might or might not contribute to some of the accidents around junction 12. Part of the knock-on effect of the improvement works has been an increase in use of roads through Beechwood, including Halton Station road. Very big HGVs and coaches are using that small, residential one-way street, and my constituents are concerned to know what can be done to alleviate the problem.

The works at junction 12 finished yesterday, on time. I am not criticising the workers and their work; they work hard, and they are doing a good job. When complete, the Mersey Gateway bridge and the improved access to the M56 will undoubtedly ease congestion in the area. Likewise, I was delighted when my right hon. Friend the Chancellor confirmed that the Halton curve scheme will be part of a joined-up transport strategy for Weaver Vale, mid-Cheshire and beyond. I have worked closely with the Chancellor, the Department for Transport, Merseytravel, Cheshire West and Chester Council, Halton Council, the North Cheshire Rail Users Group and north Cheshire rail users to ensure that funding for this important transport link is delivered. The Halton curve is a game-changer for the area, providing a direct link for Frodsham, Helsby and Runcorn—areas running alongside the M56. It provides essential potential to ease traffic congestion in those areas by taking commuters off the M56 altogether.

[Justin Madders]

What the hon. Gentleman says about the Halton curve is important. Obviously, increased rail services will be needed to reduce the pressure. An issue raised with me by constituents is the convergence of different sets of traffic from Wales, Merseyside, Chester and Cheshire Oaks, as well as the heavy industrial traffic entering at junction 14 from Elton, Stanlow and Quinn Glass. Does he think that there is an opportunity for some of that industrial traffic to go by rail as well?

[Graham Evans]

The hon. Gentleman raises some good points; perhaps that is a subject for another debate in the House. I totally agree. Electrification of north-western rail, and electrification generally, are part of the northern powerhouse, as is a deep-water port in Liverpool connected to a railhead. We have an opportunity to get a lot of the products of the valued heavy industries in our constituencies on the railway. It is a massive infrastructure project, but perhaps we can work together to get freight off the M56.

The hon. Gentleman highlights an important point: in order to import and export from Holyhead along the A55 from north Wales into Manchester and the north-west generally, we must improve not just the M56 but transport infrastructure generally, creating a linked-up service. Commuters are important. Disruptions and road closures on the M56 sometimes include closure of the railways, which has a far larger knock-on effect on constituents across Cheshire and north Wales.

Each incident is an incident too many. Injuries and fatalities cause untold devastation to the families of loved ones affected; they have long been calling for action on this stretch of the road. Something can and should be done about this. We cannot leave things as they are and allow more families to suffer. I firmly believe that the increasing frequency and serious nature of incidents warrant close inspection and action.

Although my main priority in calling this debate was to bring to light and discuss ways to make this section of the road safer, the other aspect is the huge delays and disruptions in surrounding areas caused by incidents on the motorway. If the motorway snarls up, many people hop off and go down the A56, causing huge traffic jams, as I highlighted earlier, through residential areas such as Sutton Weaver, Frodsham and Helsby. It makes everyday life difficult for residents near the motorway.

In the two years between 2012 and 2014, the average incident length on the eastbound carriageway increased by 10 minutes to 32 minutes. However, over the same period, on average, the incident length on the westbound carriageway has doubled from 30 minutes to 60 minutes. The M56, like the new Mersey Gateway bridge and the Halton curve, are integral to the delivery of the northern powerhouse. I am committed to securing the best possible infrastructure facilities for Weaver Vale and the surrounding area.

I look forward to continuing to work with the Minister and the agencies that I mentioned earlier, and to working cross-party with my parliamentary colleagues throughout Cheshire, north Wales and Greater Liverpool to discuss how progress can best be achieved in a timely manner, and how we can improve safety and reduce disruption along this important stretch of the motorway.