Railway Expansion

Andrew Gwynne Excerpts

Wednesday 27th April 2011 Westminster Hall

[Andrew Gwynne (Denton and Reddish) (Lab)]

It is a pleasure to speak under your chairmanship, Mr Robertson. I, too, congratulate the hon. Member for Southport (John Pugh) on securing the debate, which has been excellent. Clearly, it raises important matters about smaller rail schemes and how, in many instances, they could benefit local areas by increasing economic prosperity and improving access to the rail network for local communities. I agree with the hon. Gentleman that smaller rail schemes clearly should be considered as we consider how best to deal with expansion on our railway network.

We need to consider all ways of making our railways work in the most economically efficient way. Given that, as my hon. Friend the Member for Blackley and Broughton (Graham Stringer) rightly said, there will be serious capacity issues all over the rail network in the years to come, we need to think about the best ways of expanding the railways for the best value for money, which clearly involves looking at the types of scheme that have been discussed today.

With more and more people wanting to travel by rail, continued investment in increasing rail capacity and expanding the network are vital. With passenger growth expected to increase by up to 50% by 2020, and rail freight expected to grow by 30% during the next decade, substantial changes to the rail network will be needed.

Clearly there has been a great deal of debate in the House and media coverage about larger rail expansion projects such as Crossrail and Thameslink, the electrification schemes in Wales and the north-west, and the ongoing discussions about high-speed rail. Those projects will clearly attract the lion’s share of transport funding in the future. However, growing demand on the rail network can sometimes be satisfied, as we have heard today, by smaller enhancements, such as lengthening platforms to allow for longer trains or doubling single tracks. The former approach has been taken on some London commuter routes, and the latter is appropriate in rural areas that have become bottlenecks.

Of course, local rail expansion has been made more difficult—particularly given the expectation that these schemes and their business cases will be primarily led by local authorities, integrated transport authorities where they exist, local enterprise partnerships where they exist, and so on—following the comprehensive spending review, which left a 28% cut in local government transport spending. That has implications for the immediate future. Sometimes smaller rail projects will not be the best solution all over the rail network. As we see on an increasing number of routes, peak trains are already at maximum length and no further trains can realistically be added.

I welcome the campaigning work of the hon. Member for Southport and particularly the work that he has done to make the case for the Burscough curve, which will help to revive the disused electric track between Ormskirk and Burscough, thus bringing links to Southport. He must have found it a bit disheartening that the present Government in effect slapped a four-year ban on funding such projects, as he discussed in his speech. However, he is to be congratulated on showing the determination to find alternative sources of funding for the scheme, which will certainly benefit his constituents. I wish him well with that.

As many of us in the room are north-west MPs—the exceptions are the hon. Member for Chippenham (Duncan Hames), the Minister and her parliamentary private secretary, the hon. Member for Elmet and Rothwell (Alec Shelbrooke)—I agree with the hon. Member for Lancaster and Fleetwood (Eric Ollerenshaw) that people could mistakenly think that this is a north-west conspiracy. However, he knows that there is a great deal of rail congestion in the whole of our region, and many commentators have said that smaller schemes, many of which make up elements of what is called the northern hub, are key components in improving rail services across the north of England.

One ambition of the northern hub project is to increase train services in the north by 40% during the next 20 years, including for cities such as Newcastle, Liverpool, Manchester, Leeds and Sheffield. That would mean 700 more trains a day, which would make it possible for 3.5 million more passengers to travel by train each year. The estimated wider economic impact of the project is significant as it involves the creation of 23,000 jobs and a return of £4 for every £1 that is spent.

Although I welcome the recent announcement on the Ordsall curve, it has been frustrating for those of us who believe in the northern hub project that the Government have not yet made a firm commitment about when work on that worthwhile and economically beneficial project will begin. That would be a good starting point. I hope that any approval will not be piecemeal, however, because we need to take the northern hub project as a whole. I welcome the fact that the Ordsall curve will link Manchester Piccadilly and Manchester Victoria stations by the end of 2016, but that is only one aspect of the northern hub scheme. There is no Government commitment to the entire programme, so I ask the Minister to give a firm commitment that the project will be included in the next Network Rail control period.

Labour clearly remains committed to dealing with overcrowding and capacity problems on the network, and to considering how best to use further rail expansion to do so in the most cost-effective way. However, rail expansion and investment decisions can have a real impact on regional growth, and may help to perpetuate a cycle of increasing disparity of wealth between regions. Such decisions will be all the more important in the light of the abolition of the regional development agencies.

Smaller rail schemes obviously have beneficial effects in all areas of the country. In a previous debate, I played a parliamentary version of rail Top Trumps with the hon. Member for Chippenham over who had the worst rail service in the country—I think that I won with my example of one train a week in one direction only. However, the hon. Gentleman made a powerful case for extra investment in his constituency. I was disappointed that the Government sneaked out their decision to end all funding for local rail schemes developed by local authorities and integrated transport authorities on the same day that they announced the public consultation on High Speed 2.

[Mrs Villiers]

Does the hon. Gentleman know of any local authorities or local promoters that complained about that announcement? The fact is that none of those schemes is ready to kick off before April 2012, so they will still be subject to the same three-year consideration for national funding as under the system that we inherited from the Labour Government.

[Andrew Gwynne]

If that was the case, putting a block on the schemes was a pointless exercise.

The Government’s decision means that no central funding will be available for new schemes until April 2015, which will obviously affect schemes such as that in the constituency of the hon. Member for Southport. Why was that decision not included in the announcement about the comprehensive spending review? Such an important decision should have been announced on its own, rather than being overshadowed by an announcement on the same day about the public consultation on high-speed rail. That is a blow to further passenger choice and to economic regeneration.

The Eddington review outlined the significant returns that can result from smaller projects that unblock pinch points, saying that variable infrastructure schemes to support public transport in urban areas are likely to offer the highest returns. A recent report by the Transport Committee clearly identified the way in which the south, and particularly London, has benefited from rail investment, which was a point made eloquently by my hon. Friend the Member for Blackley and Broughton and others. The report also noted that transport investment per head in London and the south-east was three times as much as in other regions of the country. I do not wish to be misrepresented, so I point out that Labour certainly supports investment in London and the south-east, but similar interest should be shown in the needs of the rest of the country, and my hon. Friend made a valid and powerful point in that respect. Some smaller rail projects might be a way to redress the balance, but we will have to wait to see what is included in the next Network Rail control period.

I wonder whether there is a greater role for tram-train, which was mentioned by the hon. Member for Lancaster and Fleetwood. Such services could vastly improve local passenger services—and the passenger experience—by utilising existing infrastructure. It will be interesting to see the success or otherwise of the south Yorkshire trial and to note whether that can be adopted elsewhere.

Hon. Members will know that Labour is undertaking a fundamental review of all its policies, exactly as the Conservatives did when the Prime Minister became leader of his party. We are looking at all areas of policy, and I must tell my hon. Friend the Member for Blackley and Broughton that that includes the question of High Speed 2. I urge him to take part in that because his serious points about capacity on the west coast main line and regional economic disparities should be fed into the process. Whatever the outcome of the policy review, the party will remain committed to assisting the Government to secure the legal powers for High Speed 2 in the hybrid Bill. Like my hon. Friend, I urge the Government to do so for the whole of the Y-shape network, not only the route from London to Birmingham.

Local rail schemes can make an important contribution to solving transport challenges. Many of the points raised today will help to inform the debate. However, as we heard from a number of hon. Members, many local rail projects may be suspended until funding is identified. What the hon. Member for Southport said about building a viable business case was extremely valid, and it is difficult to pursue the process through a vast array of bureaucracy. How will the Government cut through that maze of bureaucracy to bring forward schemes promoted by local partnerships, as described by the hon. Gentleman?

Will the McNulty review make suggestions, and if so what is the Government’s view? What further advice does the Minister have for local authorities to get funding for their projects? Will she make a statement about smaller rail schemes such as the Todmorden curve? What work has the Department done to examine the benefits of reopening other disused rail lines? What will happen to the schemes that were in line for funding before the Government’s announcement earlier this year? The Southport scheme and others represent a small proportion of the schemes on our rail network, and we hope that those and many others will be given due consideration by the Government for the next control period.