West Anglia Taskforce Report

Debate between Lord Haselhurst and Charles Walker

Tuesday 8th November 2016 Westminster Hall

[Sir Alan Haselhurst]

Yes. I do not think there is any inconsistency. I will refer to those other improvements that can be made in the short term, but ultimately it is as plain as a pikestaff that if one wants to have fast services on this railway to stations such as Bishop’s Stortford, Audley End, Whittlesford Parkway and Cambridge, let alone to the airport, they have to be able to overtake the trains that are stopping at Ponders End, Brimsdown and so on. Anything that can be done to improve the service in the meantime we shall certainly be commending.

[Mr Charles Walker (Broxbourne) (Con)]

Does my right hon. Friend agree that too many of our commuters are paying a premium rate for a second-rate service, due to the way that the franchises are structured and the fees are taken by Government from those franchisees? What we need is the Government to invest in providing a premium service.

[Sir Alan Haselhurst]

I agree and I shall add to my hon. Friend’s comments later. It is asking a lot to expect people to pay more money each year for a service that has actually been getting worse, not better. That needs addressing.

There is a challenge and an opportunity, and we tried to deal with them succinctly and powerfully in the taskforce report. The Minister probably knows it backwards by now; he was good enough to attend the launch and we were delighted by that. Today he has probably had to quickly refocus on this part of the railway network after dealing with the issue of Cardiff Central station.

Demand has increased on this railway over the years. More houses and more businesses will add to the number of people travelling on the railway. With all the houses that we know are due to be built over the next 15 years, not only in the district of Uttlesford, but in east Hertfordshire, Braintree, south Cambridgeshire and so on, commuters need a railway that offers reliability, comfort and speed. None of that can be guaranteed at present with the state of the railway. Journeys have got longer and more expensive, in older trains on rickety infrastructure. I commend the fact that, having won the new franchise, Abellio Greater Anglia is putting money aside to refurbish—I think the term used is “refresh”—some of the railway carriages with which it has been saddled, but as ageing actresses are inclined to say, there is only so much that make-up can do.

It goes without saying that what commuters from our increased population want is also required by the world-class businesses that we have along the Lea valley and north all the way to Cambridge. World-class businesses need a first-class railway. We also have to consider the travel needs of those in inner London. Transport for London has great ambition for a metro service with frequent trains and, clearly, population build-up in north-east London, through which this line runs, will add pressure.

The other point to address is that the jobs being created further out of London will not be filled by people already living in those areas. The unemployment rate in the Saffron Walden constituency is 0.7%. Stansted Airport alone is scheduled to create 10,000 jobs over the next 15 years, never mind other businesses large and small. They will have to find workers from elsewhere and the railway is the key. People could travel from east and north London. If their railway line were reliable and swift, they could travel that way to work, which would ease the pressures on the social communities in which the businesses exist.

There is also the matter of freight. It is generally accepted that getting freight off the road and on to the rail as far as possible is a good thing. We should think of accommodating extra train paths that would enable more freight trains to run without interfering with the passenger traffic during the day.

Then, of course, there is Stansted airport, which is designated London’s third airport. It is there; it is a fact. Many of my constituents and people in neighbouring constituencies did not want a third London airport at an inland site, but it is there. It has got the legal right to increase its capacity from 24 million to 35 million passengers per annum, and there is no doubt that, as Gatwick has shown, more than that can be done on a single runway. A decision has only now been taken about building another runway in London—the Government have chosen Heathrow—but the most optimistic date for it to be operational is 2025. Many of us think that even that is optimistic. Given that Gatwick and Heathrow are virtually full, where in the meantime is extra traffic to London going to go? It seems that the only realistic spare capacity that could be employed is at Stansted, so how many more people will want to use that railway line? They will press it to breaking point if we are not careful.

[Mr Walker]

My right hon. Friend’s point is correct. Even if there is no further growth in the next 10 years, the service our constituents currently receive is inadequate. Our line is not fit for purpose. There is no more capacity on it that can be utilised comfortably.

[Sir Alan Haselhurst]

That is right, and I thank my hon. Friend for underlining that point. If we consider the airport alone—and leave aside business growth and the houses that will yield more future commuters—it is hard to see how the railway can bear the strain unless we take action along the lines of the taskforce’s recommendations.

[Sir Alan Haselhurst]

I very much take the right hon. Lady’s point. The history of the past few years shows that, in the end, everybody suffers. The Stansted Express started as a service that was non-stop, apart from Tottenham Hale, and did the journey in 41 minutes. It now takes 47 minutes, and some of the trains take longer than that, because everybody has had to compromise and the misery has been shared. It is an utterly ridiculous situation.

It is possible that we could get earlier and later trains for the airport service. That seems sensible. Improved connectivity is needed with Stratford, which is, of course, a major centre of activity in our capital city. Four-tracking would pave the way for the Crossrail 2 project, which will be of enormous benefit to Greater London and will bring a lot of investment into a sector that has been relatively starved, compared with other parts of the city. That vital new railway, which was originally based on the idea of the Chelsea-Hackney underground line, will be an important link between the gateway to east Anglia and south-west London. I do not want to get into an argument about which stations will be served if the project goes ahead. The way Crossrail 2 is conceived at the moment, it cannot go ahead unless there is four-tracking along the west Anglia line.

I have used the word “need” a great deal, because it has to be stressed. Right hon. and hon. Members who have spoken pointed to their constituents’ needs. The growing pressures simply cannot be met on a two-track railway. The fact that we can think of extra track capacity being installed only by 2026 is a cause of deep worry, because the pressures are going to get much bigger before that. In every year in which nothing is done, the problems get worse for all our constituents. Last Wednesday, a train failed, and there was an 87-minute delay on a journey that was supposed to take 47 minutes from the airport. If the situation gets worse, I would advise Abellio Greater Anglia to adjust its order to Bombardier for new trains to include sleeping cars.

We do not have the luxury of an easy alternative to four-tracking. Incremental improvements will help but, in the view of the taskforce, they alone will not get us to Cambridge in 60 minutes and Stansted in 40, which is our aim. If the Government are minded to see this problem as one that has to be resolved, committing to an early start will fuel, not frustrate, the economic growth on which we vitally depend. I am conscious of the fact that the Minister and the Government are beset by other claims for further improvements to our railway network. I do not want to detract from the big strides that have been made over recent years, but there is still a lot to be done. A document seeking a comprehensive metro service for our capital city has been published, and it is right and proper that that is accommodated. There is also the report of the Great Eastern Main Line Taskforce, which is headed by my hon. Friend the Member for Norwich North (Chloe Smith). I declare an interest in those recommendations, too, because a number of my constituents use Chelmsford station, in particular. The metro aims, the great eastern main line and the west Anglia main line are all jostling, trying to get the Minister’s attention and perhaps that of the Chancellor of the Exchequer. One has to be realistic: I do not think that all those ambitions can be met at exactly the same time, but it is not possible to do 12 trains an hour on a two-track system while maintaining fast services to the outer London destinations. There will have to be some give and take as improvements begin. Understandably, I am today concentrating on the west Anglia component.

The Government have accepted a bid from Abellio Greater Anglia to run the greater Anglia franchise with—astonishingly—new trains across the piece. Every single carriage is going to be replaced. They understand that Stansted airport will expand its passenger throughput and create more jobs in the next few years, and they have given a benevolent nod in the direction of the Crossrail 2 project. I say to the Government: therefore join the dots. Why have new trains with improved acceleration capacity if they do not have the track on which to use it? All those things logically point to the fact that the infrastructure has got to be improved.

I turn again to the challenge. I defy any train operator possessing a collaborative workforce and equipped with new trains to provide an acceptable, let alone an enhanced, level of service on a railway that has defective points, signals and overhead wires, too many crossings, and a gross lack of track capacity. That sentence is a summary of the taskforce’s assessment, in respect of which it has offered a staged remedy.

Apart from the challenge, there is the opportunity. There is some hope. In the taskforce report, we refer to the fact that new, better performing trains for inner London services are on order and will be delivered in 2018-19. The STAR project, with a third track between Stratford and Angel Road, will be delivered in 2018. Network Rail is reviewing the crossings, of which there are 82 between London Liverpool Street and Cambridge, to see what potential there is to contribute to line speed and reliability improvements.

The train operator, confirmed as Abellio Greater Anglia, will examine the scope for timetable adjustments within existing constraints, including the introduction of earlier trains to serve the airport. There is a commitment, to which I have referred, to introduce a complete set of new trains by 2020. Four-tracking the railway, therefore, between Coppermill junction and Broxbourne junction by 2026—if that is the earliest it can be done—will be a major contribution towards the development of Crossrail 2, which will be an enormous bonus for passengers, benefiting people travelling to and from outer London destinations as well as supporting metro services and housing growth.

Four-tracking, which is the principal, and admittedly most expensive, recommendation of the taskforce, is the essential precursor to Crossrail 2. It will supercharge connectivity between Surrey, London and Hertfordshire, and provide an important gateway to the Anglian region.

[Mr Charles Walker]

My right hon. Friend is being generous in giving way. Before he concludes his speech, will he cover the support he has received, as we all have, from the local authorities along the track? Their contribution has also been important.

[Sir Alan Haselhurst]

I am grateful to my hon. Friend for making that point. Perhaps I had rather glossed over that in reference to the composition of the taskforce, but we have had full representation from local authority people from different points along the line as part of the taskforce. They have bought into this plan completely, and we have also had the support of the local enterprise partnerships. What has been stressed is that local authorities and business can assist in bringing forward as early as possible the infrastructure improvements, if they can be prioritised, and therefore ensure that any money going, to which they can contribute, will help the project to come to the top of the pile.

We ended up by believing that the goal should be Cambridge in 60 and Stansted in 40. I say to the Minister: let us get on with it.