Transport Infrastructure (Essex)

Lord Haselhurst Excerpts

Tuesday 23rd October 2012 Westminster Hall

[Sir Alan Haselhurst (Saffron Walden) (Con)]

I am grateful for this opportunity to contribute to the debate initiated by my hon. Friend the Member for Witham (Priti Patel). Infrastructure is probably too grand a word for the transport arrangements in our county. We enjoy relative prosperity, yet we have, varyingly, either no transport infrastructure worthy of the name or totally inadequate infrastructure. She said that we are halfway through this Government, and it is to this Government that we direct our pleas, but the situation goes back many years. Sometimes, I think that the inadequacies of the transport system in our county can be traced back to Roman times. We therefore have a great deal of catching up to do. Things are London-centric: everything goes away from London. Therefore, even counties near London have difficulty connecting places in the way required by modern business, as my hon. Friend so eloquently said.

Our principal roads are the A11, the A12, the A13 and the A127, which all go outwards from London. Only one, the M11, has been upgraded to motorway status, although the A11 still runs separately. I understand that when this country’s motorway system was first mooted back in the 1930s, the original plan was that the M11 would be a London-Norwich motorway. If that was so, the county of Norfolk has grounds for grieving that there is still no adequate connection from London to that important city in the east of England. The M11 only happened because people saw it as a way to go faster to an airport at Stansted, if one was developed.

As for cross-county roads, I can add to my hon. Friend’s story about the A120. When I first became Member for Saffron Walden, the constituency included, apart from the district of Uttlesford, the northern part of the district of Braintree, through which ran the A604, the Cambridge-Colchester road. The road was under heavy pressure, and when I tried to argue for bypasses for villages and so on, I was told, “No, no, you must understand the strategy.” On this matter, Essex county council, the highway authority and the Department for Transport were as one. The roads communicating with the east coast ports would be the A12 and then, when constructed, the Orwell bridge on to the A14. The other was the A120, connecting with the M11. That road has still not been completed, as my hon. Friend said. It is the most extraordinary situation. That was the great strategy for a cross-county route, from which everything else was directed, yet it has still not been completed.

Parts of the A130 have been improved, but in my constituency, despite the downgrading of a section to the B1008, heavy transport still ploughs through the villages of Barnston and Ford End and the parish of Great Waltham. Satellite navigation tells lorry drivers the route, rather than the signposts on the road. The road in that part of the county is totally inadequate. We do not have a complete approach to the A130, which would help communications across the county. The trouble is that schemes get mooted, talked about, designed and left to fester, leaving only blight and a great deal of heartache.

On rail services, I will not say anything about the Fenchurch-Shoeburyness line, but it appears to be the only one that has been significantly upgraded in the past 20 or 30 years. The great eastern line is certainly below its capacity needs, and the west Anglia line is the most extraordinary story of all. Successive Governments over 20 or 30 years have designated Stansted as an airport to be developed in varying degrees and have also decided that the M11 corridor is one for development. Despite that fact, one of the most inadequate railway lines of all still serves our county and beyond, running to Cambridge, Ely and King’s Lynn. It has the shortest stretch of four-tracking of any London terminal, not measured in inches but by a considerable degree.

Our commuters have had a rotten deal. Now, belatedly, the owners of Stansted airport have woken up to the fact that the Stansted express is not as express as it was originally and are at last demanding a 30-minute journey time, equal to the time from Victoria to Gatwick airport. Indeed, that is how it should be. We have an airport—it is not approved with enthusiasm by all my constituents, but we are realists—whose capacity can double, but our railway system serves neither the airport and the businesses related to it, nor the vast number of commuters who come from the constituencies of many of my neighbours, including my hon. Friends the Members for Harlow (Robert Halfon), for Hertford and Stortford (Mr Prisk) and for Broxbourne (Mr Walker).

Even stations further south are suffering from the inadequacy of the line. It might be argued, “Come on, you’ve got Crossrail coming along.” Crossrail might make some contribution as far as passengers from Shenfield and other stations are concerned, but the idea that it will be the complete answer to Essex’s rail needs is nonsense, and the idea that £3 billion might be spent on it or on an extension to an enlarged Stansted airport is for the birds.

Cross-county, we have nothing. In the wake of the decision to develop Stansted airport, people would like a line reinstated from Braintree towards the airport and Bishop’s Stortford, but why would one think of spending more money to restore a line when we cannot even find the money to make existing principal lines work effectively? To the extent that we have some cross-county rail operations out of Stansted airport that could be developed, the single-bore tunnel restricts the number of trains and is currently working at capacity. How stupid is that? We need a second-bore tunnel, so that extra trains can serve from Stansted and through. Indeed, we could have more trains going to the northern parts of the east of England.

On air, I am afraid the county is deeply divided, although we speak with unity on most other things. We have two airports: London, Southend and London, Stansted. Those names tell their own story. Stansted has never been Essex’s airport. Perhaps Southend has more of a claim to be an Essex airport, but Stansted airport was never treated by its owners, BAA, as an Essex airport; it was a London airport, part of its system. Fortunately, that is about to change soon, but it is still seen—speculation has started—as part of the London airport solution. I do not believe that it can be, unless one is prepared to say that the Essex countryside should be devastated to the extent of having four runways.

Even our most ambitious business people would not believe that an airport on that scale is necessary, yet we are faced with the fact that, once again, we could be bearing the burden of solving London’s problems without any of the real benefits that might flow from it—an improved railway line and an improved road system. We are bad in this country in that when we have major developments that can be necessary in the wider national interest, we do not give people a commensurate benefit that flows from them, or even adequate compensation.

I agree with my hon. Friend the Member for Witham. We fail to obtain the amount of moneys required to deal with the backlog of problems that we have, so the quality of our transport system is inadequate. We do not have anything that could remotely be called an integrated transport system. Overall, what has happened over the years is that there has been nothing much in it for us. Frankly, there needs to be a lot more.

--- Later in debate ---

[Robert Halfon (Harlow) (Con)]

It is a pleasure to serve under your chairmanship, Sir Roger. I congratulate my hon. Friend the Member for Witham (Priti Patel), who is a fantastic champion not only for transport, but for business, in Essex.

In Harlow, we face three major challenges: reputation, skills and infrastructure. We are dealing with the first two. We now have the highest business growth in the UK, as Experian has shown. An enterprise zone is opening next year, a new university technical college is opening in 2014, and 600 more people are in work in the town, compared with January, but transport infrastructure is holding us back in three ways. First, as my hon. Friend the Member for Witham and my right hon. Friend the Member for Saffron Walden (Sir Alan Haselhurst) highlighted so well, we are not getting enough investment in trains in the east of England. Secondly, Harlow lacks proper motorway entrances. Thirdly, a sense of unfairness has built up over decades, due to only a fifth of fuel duty receipts being spent on our roads. I shall consider those points in turn.

I welcome what the Government have done to limit train fare rises. Many people in Harlow are on below-average earnings and commute into London, and could not afford some of the bigger rises that were initially mentioned. Of course, expensive rail fares have not happened overnight. Simon Carter, a Harlow resident who is also a councillor, has the ticket stubs to prove that a season ticket from Harlow to London went up by some 40% over the past 13 to 15 years, but Harlow commuters still suffer from the worst overcrowding in the country.

I recognise and welcome what the Government have done to invest in new rolling stock and to negotiate with Abellio to run a short franchise when National Express dropped out. I appreciate that Abellio has hired 100 extra security staff on the west coast main line, protected all Harlow services from cuts and smartened up our train stations, but Essex is a major engine of the English economy and our train fares are still too high, compared with the inward investment in the network. That is why I, along with my hon. and right hon. Friends, urge the Minister to consider the East Anglian rail prospectus, with targeted schemes, such as a third line in the Lea valley, and line improvements along the Stansted Express route, so that trains can get up to speeds of 100 mph. Improvements in infrastructure in the Roydon and Sawbridgeworth stations would be welcome.

[Sir Alan Haselhurst]

On my hon. Friend’s point about increased rail capacity through the Lea valley, we do not want to be sold short on just a third rail. For that job to be done properly, we need four rails, ideally, as far as Broxbourne. That would separate the more localised traffic from the traffic to more distant destinations, such as his constituency and mine.

[Robert Halfon]

Of course, my right hon. Friend is correct. He is an incredible champion for commuters across Essex.

Crossrail is estimated to have raised property prices along its line of route by about £5.5 billion, meaning that one third of the scheme’s cost has already been recouped by local home owners. This is the value that major transport projects can unlock.

I urge the Minister to expand the Oyster and other smart card systems to include Harlow commuters, because most people who commute to London from there use the London underground or London buses.

The Minister is aware, from a previous debate, that I have long campaigned for an additional junction on the M11. A new junction is critical if Harlow is to continue to grow and attract new businesses. Harlow town alone has a population of some 81,000 or 82,000, in addition to that of the villages in my constituency, but we have only one entrance to the town, which is crazy for a huge employment hub close to London. The industry is located at the opposite end of the town, meaning that lorries must trundle back and forth, almost through the town centre. Almost every day, our town faces gridlock because we do not have the extra junction.

I welcome work done by the local council on a £500,000 study into building a new M11 junction 7a, which will report in November—in a few weeks. I urge the Minister to consider that report. The case for a new M11 junction is simple: it would cost only around £15 million, would create jobs and growth, cut congestion and the cost of traffic, and would generally make Harlow a much better place to live. Our local enterprise partnership has secured a small amount of funding for road improvements, and I welcome some things that the Government have announced, but this is a sticking plaster. We will not solve our transport problems in Harlow until we get the extra junction.

I want to talk briefly about how our infrastructure is funded. My hon. Friend the Member for Ipswich (Ben Gummer) has brilliantly highlighted how, unfortunately, money raised for the railways by commuters through fares is not spent in the east of England; most of it goes to other parts of the country. We must move to a situation where money raised in the region by commuters paying high rail fares is spent in the region. The same thing has happened with fuel duty. Through the 1920s, the road fund was repeatedly raided to prop up the Treasury, and from 1937 it was treated as a general tax. By 1966, just one third of the revenue was spent on roads, and by 2008 the figure was just one fifth. The proportion of fuel duty being spent on roads has shrunk hugely, but at the same time that duty has risen. Motorists regard that as unfair because they do not see any benefit from the huge sums in fuel duty tax that they pay. The same is true of train ticket price rises. How can we justify those without proper investment in our local road and rail networks?

The cost of living is the No. 1 issue in my constituency. People want cheaper travel and they want every penny that the Government take from them to be recycled back into the community. I urge the Minister to refocus the Department on extra infrastructure investment in the east of England, in our trains, motorways and road networks—a cause that is close to our hearts. We need more radical transparency, so that people can see whether fare increases are genuinely being ploughed back into their area.

I am glad that the Government have fulfilled their election pledge and stopped a second runway at Stansted airport. The answer to infrastructure spending is not to spend millions on an extra runway, but to spend that money, if it is ever available, on our roads, rail and other transport infrastructure. Stansted is running at only 50% of full capacity, so there is no economic case for a second runway. Some say that people in Harlow would benefit, but Stansted has some 10,000 employees, of whom only a few hundred come from Harlow. I am yet to be convinced that Harlow people would benefit if there were an extra runway.

The Government should look seriously at the case for a new airport, but my constituents ask me time and again for a new M11 junction and extra train capacity to London.

Oral Answers to Questions

Lord Haselhurst Excerpts

Thursday 18th October 2012 Commons Chamber

[Stephen Hammond]

I will of course be delighted to meet my hon. Friend and any other colleagues he feels would be appropriate.

[Sir Alan Haselhurst (Saffron Walden) (Con)]

Accepting that half a loaf is better than no bread, will my hon. Friend nevertheless acknowledge that a much more substantial scheme for improving track capacity on that line is the only way to provide commuters and passengers travelling to or from Stansted airport with the kind of service that by now should be seen as essential—and may I join the meeting?

Rail Reform

Lord Haselhurst Excerpts

Thursday 8th March 2012 Commons Chamber

[Madam Deputy Speaker]

Order. I am sure the whole House is very grateful for the Secretary of State’s comprehensive reply to all those points. I hope therefore that there will now be short questions and brief answers, so that we can get all Members in.

[Sir Alan Haselhurst (Saffron Walden) (Con)]

I welcome the thrust of my right hon. Friend’s statement, but can she offer me some encouragement that the West Anglia line, which has lacked capacity improvements since its third and fourth tracks were torn up in the wake of the Beeching report, now has a better chance of having its track capacity enhanced?

[Justine Greening]

I believe that the performance on that line is starting to improve, but the document we are issuing today is all about making sure that train operating companies are in a position to deliver, and are working with Network Rail to deliver, better services for passengers in a more efficient way.

Oral Answers to Questions

Lord Haselhurst Excerpts

Thursday 5th May 2011 Commons Chamber

[Mr Hammond]

The hon. Lady is confusing herself. The document from which she has quoted is, I think, Sir Roy McNulty’s presentation to the seminar to which she referred. It is not a Government document.

[Sir Alan Haselhurst (Saffron Walden) (Con)]

Would my right hon. Friend explain why passengers in the Greater Anglia franchise area face the possibility of having three different train operators within 18 months, which is likely to cause confusion to them and to staff? The only beneficiaries would appear to be the companies that supply the paint to change the carriages.

[Mr Hammond]

The decision was taken to let a short management contract for the East Anglia franchise because it is our intention to let a longer-term contract and we wanted the opportunity to incorporate the findings of the McNulty review into the franchise specification before doing so.

Rail Service (West Anglia)

Lord Haselhurst Excerpts

Wednesday 19th January 2011 Commons Chamber

[Sir Alan Haselhurst (Saffron Walden) (Con)]

So long ago is it, Mr Speaker, that I last took part in a debate in the House—almost 15 years—that you may forgive me for feeling that this is something like a maiden speech, although I realise that it is not, in the technical sense. Let me say to my right hon. Friend the Minister that I hope my return to Back-Bench advocacy may yield a rewarding response this evening.

I want to highlight the needs of all the people who make the 34.5 million journeys a year on the West Anglia railway line, which is part of the Greater Anglia franchise. The West Anglia line is really a cluster of lines, the main spine of which serves Cambridge from Liverpool Street as well as 14 other stations. Along that spine are 10 inner-London stations and spurs to Chingford, Enfield, Hertford and Stansted airport. I am grateful for the visible support of my hon. Friends the Members for Harlow (Robert Halfon) and for Enfield North (Nick de Bois), who are present, and I also pay tribute to those who, over the years, have worked together as a group to act as promoters of the need to improve the service on that line. They include my hon. Friends the Members for Hertford and Stortford (Mr Prisk) and for Broxbourne (Mr Walker) and the hon. Member for Edmonton (Mr Love), all of whom have had similar problems in their constituencies in relation to this line. If it is not provocative of me to say so, we are all in this together.

Let me give a little history. In 1977, when I started commuting from Audley End, which is one of the big commuter stations on the West Anglia line, the best journey time to Liverpool Street was 47 minutes, but today it is rarely possible to do that journey in under an hour and it usually takes more than an hour. I am not criticising the current train operator; in fact, National Express East Anglia can point to increased punctuality levels in what has become a more relaxed timetable. It is the extra demand on the line due to the growth in passenger numbers, notably caused by the introduction of the Stansted Express, that has been behind the slowing down of the journeys that our constituents undertake.

I do, however, criticise successive Governments. The Government of my noble Friend, Baroness Thatcher, set the ball rolling so far as the expansion of Stansted is concerned, by agreeing to it being developed to a capacity of 15 million passengers per annum. The Government of Tony Blair decided that the M11 corridor should be a centre of expansion and also supported a second runway at Stansted with the capability of quadrupling the number of people using that airport.

One might have anticipated some joined-up thinking. If more houses were to be built, whether in the inner or outer-London areas, and there was to be a third London airport, with possibly 80 million passengers per annum, surely to goodness attention should have been given to rail access to that airport. But no; there has been absolutely nothing doing in terms of train and track capacity. The only thing that can be shown is construction of the spur to Stansted airport.

Inevitably, the result has been that overcrowding is worse, journey times are longer and even the Stansted Express has become less express, but of course fares have continued to rise. As my right hon. Friend the Minister knows, some relief on overcrowding is in prospect. I am grateful for the fact that the previous Government did, at last, agree that 120 new carriages should be provided. The only fly in the ointment, as far as that was concerned, is that they were destined to be used largely to satisfy passengers to and from Stansted airport. That would include some of my commuters, but substantially the extra seating capacity covered people travelling only occasionally on the train. Regular commuters from other stations on the line—typically, commuters from Audley End pay about £3,600 a year for a standard season ticket—would have to make do with the type 317s, the principal stock used on the line.

“Tired” would be the politest word that could be applied to that type of train; it has a quixotic heating system and there are times when the doors stay closed, or, alternatively, stay open, neither attribute being particularly helpful to the running of a railway. During the recent cold snap, no fewer than 30 of the 60 four-car units that National Express had at its disposal for the West Anglia line were taken out of service as a result of problems in the traction motor caused by the snow.

I recently discovered that another threat is looming. Apparently, EU regulations in the making will forbid trains having their lavatory waste emptied on to the line. That is a particularly odious situation, especially when seen at Liverpool street. To fit what are politely known as retention tanks to the 317 stock would cost about £3 million, which is hardly an incentive to keep the carriages in service much longer.

The only way to improve journey times is of course to create more track. I am all in favour of a fast service to the airport. It ought to be possible to get to Stansted in 30 minutes, just as it is possible to get to Gatwick in 30 minutes. I am not against that in the slightest degree, but it cannot be done at the expense of improvements to services to stations in my constituency and beyond. It is important that a regular service be maintained for inner-London stations. The mix of fast and slow trains is impossible to achieve on a two-track system, so there has to be—at some point soon, one hopes—more track laid.

Network Rail, in the rail utilisation strategy on which it is working, has options for four-tracking certain sections of the line. There are what I describe as minimal and maxi options. I want to make it absolutely clear that I do not think the thing is worth doing unless one has four-tracking from Coppermill junction, south of Tottenham Hale, as far as Broxbourne. That will enable proper separation of the different types of service. However, it is being contemplated only for the control period that covers 2014 to 2019, so the implementation of even the minimal option is some way ahead. For a long period of years, we shall still suffer the restrictions that currently exist. Even then, of course, any movement on four-tracking will require finance.

With that tale of woe told, I now see the prospect—an opportunity—for improvement. The Department for Transport is working on a new franchise for Greater Anglia, which I believe is due to come into effect in 2013. I hope that the Government will construct a franchise that will place a requirement on the successful bidder to commit to new trains across the network, rather than just the few that we are going to get, which might all go to the Stansted Express. I also hope that there will be a commitment to helping with the implementation of some four-tracking along the stretch of line that I mentioned. If the Government do not want to go quite that far in the terms of the franchise, at the very least let the franchise encourage the provision of an incentive to the successful bidder to help to bring those things about.

The length of the franchise is absolutely crucial if the train operator is to be encouraged to become a partner with Network Rail on improving the railway line. That has been my opinion for some time, but I note that it is also the opinion of the Association of Train Operating Companies. I was delighted that, by happy coincidence, my right hon. Friend made a statement today indicating that the Government believe in longer franchises. I do not know whether the franchise could be as long as 20 or 22 years, but it is a crucial point, because the longer the franchise, the better our chance of ensuring that there will be more investment soon for the benefit of our passengers. My right hon. Friend has the chance tonight—the omens seem propitious—to provide words of comfort to many long-suffering passengers by saying that a faster and better train service will be delivered soon, and foreseeably soon, for people using all the stations on the West Anglia network.

Rail Investment

Lord Haselhurst Excerpts

Thursday 25th November 2010 Commons Chamber

[Mr Deputy Speaker (Mr Nigel Evans)]

Order. As hon. Members can see, a number of them want to ask a question. We are time-limited, but I shall try to call as many Members as I can. You can assist me by asking just one question and, clearly, we need short answers, too. If Members were not in the Chamber for the full statement, I ask them not stand to ask a question: they must have listened to the entire statement.

[Sir Alan Haselhurst (Saffron Walden) (Con)]

Will my right hon. Friend assure me that he will ensure that the design of the new franchise for Greater Anglia will maximise the incentive to the successful bidder to contribute to investment in track so that passengers on the West Anglia line and the Great Eastern line will get the advantages from such investment as he has outlined in his statement today?

[Mr Hammond]

I can assure my right hon. Friend that in re-designing the franchise arrangements, as we have committed to do, we will want to consider the opportunities for train operators to contribute to infrastructure improvements and to work more closely with Network Rail. We will also ensure that train operators’ financial interests are clearly aligned with passengers’ interests so that, under new franchises, when we have an overcrowding problem it will be in the train operator’s interest to deal with that problem with its own money rather than, as under the current system, having to come to the Government cap in hand to ask us to solve the problem.