Railway Ticket Offices

Andy Carter Excerpts

Wednesday 13th September 2023 Westminster Hall

[Andy Carter (Warrington South) (Con)]

My constituency has three railway stations: Warrington Central, Warrington Bank Quay and Warrington West. The latter two will see their manned ticket offices close, and although Warrington Central is one of the few stations where ticket offices will not be shut entirely, there will be a reduction in staffing hours there.

This public consultation is one of the poorest public consultations I have seen, because there is simply no explanation for the vast difference in the way that two stations that are less than a mile from each other are being treated. Warrington Bank Quay, which is the main line station on the west coast main line, will have no members of staff at its ticket office, yet Warrington Central will have a fully staffed ticket office. That makes no sense at all.

My hon. Friend the Member for West Dorset (Chris Loder) cited a figure saying that 12% of tickets last year were sold through a ticket office. That really is an oversimplification of the situation, especially when we consider just how many journeys are made annually. The latest figures for 2018-19—pre-pandemic—show about 1.8 billion rail journeys taking place in the UK. If we accept the 12% figure, that means that 200 million tickets were purchased through a ticket office. That is a huge number, but we are simply to withdraw ticket offices from around the UK. The 12% figure also does not take account of the conversations that take place at ticket windows when a ticket is not purchased but advice is sought about the best route, or details are given about buying a ticket at a later date. All these things are not being taken into account.

I will not take up any more time in this debate, save to ask the Minister one question. Can he explain to me why there is a difference in the way that Warrington Bank Quay station, which is run by Avanti, is being treated and the way that Warrington Central, which is run by Northern, is being treated?

Transport Infrastructure: Warrington

Andy Carter Excerpts

Tuesday 18th July 2023 Commons Chamber

[Andy Carter (Warrington South) (Con)]

I am grateful to have the opportunity to discuss Warrington’s transport infrastructure. One of my main motivations for doing so is that, during the 15 years I have lived in Warrington, the traffic jams have got worse, principally on the vital routes crossing the Manchester ship canal, which runs through the heart of my constituency.

A few weeks back, during business questions, I raised with the Leader of the House the difficulties that my constituents have been experiencing when trying to cross the canal, owing to the age and upkeep of the swing bridges that carry the traffic. There are three main swing bridges in Warrington—one on the A56, one on the A49 and one on the A50—all of which have been in operation for almost 130 years since the Manchester ship canal opened back in 1894.

The Manchester Ship Canal Act 1885 was passed when Queen Victoria was on the throne, and it did not anticipate the number of vehicles crossing on these routes. The volume of traffic that the bridges carry today makes them critical routes for residents and commuters travelling through Warrington. However, their age makes them susceptible to ever more frequent breakdowns and faults. They are sometimes left stuck open for hours at a time during periods of exceptionally hot or cold weather, when the metal expands or contracts.

During peak hours, the standard opening of a bridge to allow a boat to pass along the canal can result in huge congestion, which takes up to 90 minutes to return to normal. And it is not just one bridge opening—all three bridges open as a boat passes from Liverpool to Manchester. Naturally, this is only made worse when the bridges do not function as they should.

The deteriorating condition of the bridges means that they require essential and thorough maintenance. The sticking point—pardon the pun—is not who is responsible for the repair work, which is accepted to be Peel Ports, the owner of the Manchester ship canal, but who pays for the wider mitigation when the bridges are closed.

Peel Ports estimates that the repair works for each bridge will cost around £6 million and take up to nine months to complete, during which the bridge undergoing maintenance will be closed to traffic and left permanently swung open. This will result in a 2 mile diversion to use one of the adjacent bridges when each bridge is undergoing maintenance. As such, the council has sought appropriate mitigation costs from Peel, particularly to cover the costs of providing home-to-school transport, as the hundreds of pupils who currently walk or cycle to nearby schools would become eligible for free transport to be provided.

The difficultly has arisen from Peel’s refusal to acknowledge any responsibility to provide that bus service or school transport costs, which encompass the majority of the mitigation sought by the council. That has left the situation at an impasse, with the scheduled maintenance works to the A49 London Road bridge, due to have commenced in April, having now been put on hold, with no date agreed for the work to take place.

Unfortunately, the swing bridges are not the only vital transport routes where Peel is involved in Warrington. The Warburton toll bridge over the Manchester ship canal, which crosses the Warrington and Trafford council boundaries, is also in need of upgrade works. To fund that, Peel has proposed raising the toll from 12p per crossing, a price set in 1980, to £1 for every journey. For someone travelling to work each day, as many people do over the bridge, that would mean having to pay about £500 extra per year simply to get to and from work. It is simply not acceptable that the burden should be placed on the motorists for whom this route is an essential part of their daily lives, and I made that point last November at the public inquiry on the plans.

Several of my constituents have also got in touch to raise their concerns about the introduction of a proposed auto-pay system at the Warburton bridge, because of their experiences of having been caught at similar crossings such as the Mersey Gateway bridge between Runcorn and Widnes. In the first quarter of this year, 3.5 million crossings over the Mersey Gateway bridge were recorded. In that period, 149,000 penalties were issued, meaning that there was one fine for every 24 crossings made. That is an incredibly high rate and I do not want to see a similar situation develop at the Warburton toll bridge.

The overarching point I hope the Minister has gathered from that is that my constituents, who depend on these vital canal crossings for work, school and general travel are currently left at the mercy of a private company that just does not appear to grasp the reality of the situation. Owning a major waterway such as the Manchester ship canal brings great responsibility to the people who live and work on either side. Peel should therefore be doing everything possible to minimise disruption to the daily lives of my constituents, yet there has been a failure to acknowledge the enormous impact that the closure of the swing bridges will have on the Warrington South community in particular, coupled with an unacceptable and, for many, unaffordable toll increase on vital crossings in and out of Warrington. These issues have called into question the validity of these vital canal crossings being owned and operated by a private company, and it is time that we looked at whether that should be changed.

Another issue I would like to raise with the Minister concerns the proposed Warrington western link bypass to connect the A56 Chester Road with the A57 Sankey Way in Great Sankey. That scheme has been put forward as a means to significantly reduce congestion in the town centre by providing an alternative route to crossing the Manchester ship canal, meaning that cars would not have to use the swing bridges or go to the Bridgefoot gyratory.

In April 2019, the Department for Transport confirmed that the scheme had been successful in securing programme entry into the large local major scheme programme, and Warrington Borough Council subsequently approved the proposal costs at £212 million, of which £142 million would be funded by the Government, with the borough council providing the remaining £70 million. Since then, the projected cost of the scheme has ballooned into the region of £269 million, leaving a shortfall of some £56 million, on today’s figures. That has left the proposal for the western link in serious jeopardy. My greatest fear is the knock-on effect that this uncertainty has for the infrastructure in the council’s proposals in its local plan to build thousands of new homes and logistics warehouses on green belt in south Warrington. As of now, no one can say for certain whether the western link will become a reality. That is deeply concerning when we are talking about proposals that will see many more cars on the road, increased congestion and worsening air quality if sufficient road infrastructure is not there to support that.

Despite those issues, one area where I can speak positively is Warrington’s bus network. Thanks to various pots of funding from this Government, Warrington Brough Council has finally been able to benefit from a significant increase in bus funding. The largest sum—£21.5 million—comes from the Department for Transport. That will enable Warrington’s Own Buses, a municipal bus company, to replace its entire fleet with over 100 new zero emission electric buses.

The Minister will recall that, a couple of month ago, in this Chamber, I asked him to join me in calling on Warrington Borough Council to get on with ordering our new buses. I am pleased to update the Minister as, finally, 20 months since receiving the zero emission bus regional area funding, an order has been placed. The funding has finally been put to use and a new bus fleet will be rolling out from 2024. Disappointingly, it is not necessarily being made in this country, but at least we are going to see new buses on the streets of Warrington. People reading the council’s press release would be forgiven for believing that the entire project has been funded by Warrington Borough Council.

The buses needed a home and I was incredibly grateful that the Minister joined me in Warrington, back in February, to see the progress on the new bus depot that was being built on Dallam Lane. Again, I am pleased to update him that that has been completed. The project received £5 million from the town deal, but no mention of that was made by Warrington Borough Council in its press release.

On top of the new fleet and depot, the Government have been able to make improvements to routes and services across Warrington, thanks to the £16.2 million we have received from the Department for Transport’s bus back better fund. Because of that, the council has been able to proceed with its bus service improvement plan, capping fares at £2 for adults and £1 for young people aged five to 18 until 2025. Again, people would be forgiven for thinking that was all down to funding provided by Warrington’s Labour council, when, in reality, the funding commitments have come from this Conservative Government.

As I say, the Government have put approximately £42 million into Warrington’s bus network, which I can safely say is one of the largest investments of its kind in the north of England. It is a great example of what can be achieved when local and national Government work together to deliver for people in the north. However, coming full circle, the fundamental weakness in all these initiatives in Warrington is the failure to invest in the road infrastructure to carry the buses.

In conclusion, I would like to ask the Minister a couple of questions on points I have raised in the debate. On the issues surrounding the operation and maintenance of the Manchester ship canal swing bridge crossings, will the Government give any consideration to reviewing the original legislation, the Manchester Ship Canal Act 1885, which seems to be fundamentally out of date? Is it not time that cars were given priority and there was a focus on ensuring that the bridges stay open at peak times?

Will the Minister and his Department take steps to ensure that private owners such as Peel are playing their part to minimise disruption and operate the crossings for the benefit of the people who depend on them? Does the Minister know if there are any support packages available to help with the costs of mitigations when major infrastructure work takes place, such as the swing bridge replacements currently proposed?

With regard to the western link, I know his Department has received correspondence recently from Warrington Borough Council requesting that the Government increase their funding contribution to help make up the shortfall caused by the increased cost of the scheme. Will the Minister outline the position of his Department on the funding shortfall? Will he reaffirm that the Department for Transport will be committed to the funding originally approved towards the cost of the scheme when it goes ahead? Does he agree that, while the scheme remains in limbo, it is frankly inappropriate for the borough council to be proposing large housing and logistic developments on green belt, if it cannot commit to funding the infrastructure there to support those projects? Finally, will he reassure me that he will look carefully at any recommendations from the independent inspector to increase crossing tolls for the Warburton bridge? Local residents are already impacted by high inflationary pressure on the cost of living; they do not need a further £500 of tolls simply to cross the Manchester ship canal.

Warrington was designated a new town in 1968. Since then, the population has more than doubled, yet our transport infrastructure simply has not kept pace with the increased demand. An additional high-level crossing, which was planned near to the existing cantilever bridge, has never materialised between Stockton Heath and Grappenhall, despite land being reserved for it. Because of that, a private company is attempting to play catch-up with essential repair work to vital crossings at the expense of residents and commuters who depend on them, and the local authority is pressing ahead with a half-baked local plan that could only severely worsen transport issues in Warrington.

The Government have done a great deal for Warrington residents in the past few years, and I am particularly grateful to the Department for Transport and the Minister for the investment that has been made in Warrington buses. I thank him again for coming to the Dispatch Box to respond to one of my Adjournment debates and I look forward to hearing him address some of the concerns that I have raised today.

Buses: Funding

Andy Carter Excerpts

Wednesday 17th May 2023 Commons Chamber

[Mr Holden]

The £2 scheme is England-wide, so that has been allocated by central Government. The cash going to local bus service operators—the bus service operators grant—is there for them to support their services. More broadly, the West of England Combined Authority has had £105.5 million. That is what it bid for, and it chose the schemes it wanted to do. I am prepared to ensure that there is maximum flexibility to preserve and enhance bus routes wherever possible. If the metro Mayor would like to speak to me further—I tried to call him today; he sent me a message to say that perhaps we would speak later—I would be very happy to speak to him about that and to have my civil servants work with him.

[Andy Carter (Warrington South) (Con)]

I welcome the Government’s announcement today on the extension to the £2 capped fare. The Minister very kindly visited Warrington earlier this year. He saw the transformation of the new bus depot on Dallam Lane, which was paid for in part by the town deal. However, 18 months ago Warrington Borough Council was given more than £20 million to acquire a new fleet of zero-emission buses. The Labour council is still to place an order for those buses. May I urge the Minister to use his office to put a rocket up the exhaust pipe of Warrington Borough Council and get those buses ordered?

[Mr Holden]

I thank my hon. Friend for his question and the charming way in which he put it. I was delighted to visit Warrington with him recently, and I will continue to work with him to press the local council to get on with the job and deliver for the people of Warrington, just like he does every day.

Bus Routes: Local Consultation

Andy Carter Excerpts

Tuesday 20th December 2022 Commons Chamber

[Dean Russell]

I thank the hon. Member for his comments. To be fair, he did not need to text me. I was hoping he would join the Adjournment debate—it would be very odd if he did not. I appreciate his comments and agree wholeheartedly. Surely the point of a timetable is to ensure that people know what time buses are coming. If that timetable changes, the people who use the bus should be consulted and asked about how it will impact them, not just seen as numbers on a spreadsheet. Having spoken to local residents, I was surprised to learn that there is not a Government or local government edict that bus users must be consulted before a change to the timetable, which would seem an obvious thing to do, so I wholeheartedly agree with his comments.

I have been actively engaging, talking and corresponding with organisations, whether Arriva or local government, so none of them will be surprised about the concerns I raise today in the Chamber. This is a constructive opportunity to say that I will not give up on raising these issues, but will work with them to ensure they are resolved in the best way possible for my constituents.

[Andy Carter (Warrington South) (Con)]

I am delighted that my hon. Friend has secured this debate today. Warrington has recently seen about £42 million investment in its bus services. When I post on social media and talk about these issues, the overwhelming response is that it is all very well investing in the future, but if buses are cancelled and do not run that causes significant problems. Does he agree that there is a fundamental need to ensure local consultation is in place? People make decisions on where they buy their houses based on bus routes and timings for getting into work. If that all falls down, people’s lives are significantly impacted by decisions taken in a bus company office somewhere. Is consultation not fundamental when things change?

[Dean Russell]

I truly thank my hon. Friend for his intervention, because he allowed me to intervene in his debate about buses in Warrington. I recall, Mr Deputy Speaker, that you were in the Chair at the time and commented on the clear similarities between Warrington and Watford. My hon. Friend is absolutely right that timetables cannot just be looked at on a spreadsheet or on Google Maps, as they can have a detrimental impact on individuals. Bus routes can also have a really positive impact on opportunities to travel, whether for work or for leisure.

I want to raise three key points. First, there are the timetable challenges, which are the common thread throughout this debate. Secondly, there is poor service—a real challenge—with timetable problems and buses not turning up making things infinitely worse for local residents. Thirdly, there are poor communications.

It is worth noting that buses are used for twice as many journeys as trains, and stop at thousands of places across the country. Often, the transport debate is dominated by trains. My very first Prime Minister’s question after being elected was about the trains in Watford. Thankfully, those issues were resolved at the time but, unfortunately, the pandemic hit and the service changed again. The reality is that buses are used more. They have much more of an impact and are very important in rural and urban areas for what might be seen as shorter journeys but are harder when just walking, especially for those who might be infirm.

Low Traffic Neighbourhoods: Latchford

Andy Carter Excerpts

Monday 14th November 2022 Commons Chamber

[Andy Carter (Warrington South) (Con)]

I am grateful to secure this debate to discuss the impact of low traffic neighbourhoods in Latchford. I will go on to talk about the practical and environmental impact of these initiatives, or rather the lack thereof, as I will explain in the case of Warrington South, I will focus on my constituents’ experiences of the Westy low traffic neighbourhood zone, which was imposed by Warrington Borough Council on people living and working in the Latchford area earlier this year.

Conservative councillors and I have been at odds with Labour over this issue for some time. I have had many meetings with local residents and business owners who have told me that they are angry and simply fed up with the low traffic zone that has been forced on them without proper consultation, and that the council has failed to listen to their concerns about the scheme.

To explain the background to what is happening in Latchford, I will take hon. Members back to 2019—pre-pandemic—when initial consultations took place on a low traffic neighbourhood. As part of the Central 6 Streets masterplan for Warrington, the borough council proposed to implement low traffic neighbourhood zones in Westy, an area of Latchford, and in Orford, which falls in the constituency of the hon. Member for Warrington North (Charlotte Nichols).

After late 2019, nothing happened for almost three years. Then signs began to appear out of the blue. The trial for the low traffic neighbourhoods was due to begin on 20 June 2022 and to last for 18 months. Prior to the scheme’s implementation, I had already received many pieces of correspondence from constituents who were concerned about how the LTN would affect traffic routes and congestion, especially by diverting vehicles around two primary schools and through nearby streets.

When I looked closely at the Central 6 Streets masterplan, it was obvious why many constituents were concerned by the lack of communication from the council. Even the dedicated Facebook page had last been updated in 2019. Given that social media are critical for getting the message out to constituents in this day and age, that severe lack of information from the council is quite shocking.

Conservative councillors and I called for planned closures to be put on hold so that concerns about the LTN could be properly addressed before a trial run was enacted. The Conservative group on the council tabled a motion to call for operations to be halted in case the borough council refused to listen and decided to press ahead anyway. It was encouraging to see many local residents taking to the streets and making their voices heard in a well-attended protest outside the council offices when the vote was due to take place. Many people also got in contact with me and borough councillors to warn of the inevitable problems that the LTN scheme would cause, and to urge the council to rethink.

Sadly, it came as no surprise that Labour and Liberal Democrat councillors decided to press ahead with the Westy scheme, despite their decision to pause the equivalent scheme in Orford in Warrington North. In an open letter to Warrington residents, the council leader wrote:

“After carefully considering feedback we have received over the last couple of weeks, we have come to the conclusion that while we will proceed as planned with the Westy scheme, it is only right to pause our plans for Orford, to reflect on the feedback we have received.”

I do not know exactly why the council considered my constituents in Warrington South less deserving of proper consultation about policies affecting their daily lives than those in Warrington North, but there we have it: the council pressed ahead in Warrington South but paused in Warrington North.

The day before the Westy trial was due to begin, Conservative councillors again placed a motion before the full council to call for the LTN to be paused for further consultation with local residents, but again that was simply ignored. A few days after the LTN trial began, I met business owners at their request to hear their take on the road closures and how they were affecting their businesses. I must say that I have never been so depressed and seriously worried by the impact on businesses in an area as a result of changes made by a local council.

Some businesses had suffered a drop in trade so significant that they were already seriously considering closing down. Two businesses that I spoke to had seen takings drop by 40% on the previous week, and after five months, I am afraid that the situation is no better. Local business owners—the people who proudly stand as the backbone of our high streets—who rely on passing trade for much of their income are telling me that they now face closure and redundancies unless the problems with the LTNs are urgently addressed.

Over the summer, I sent out thousands of surveys—one to every household in Latchford East—to ask for feedback on the low traffic neighbourhood, so I could understand and get feedback on the general opinion once the scheme had been brought into effect. I am incredibly grateful that more than 900 households came back to me to share their thoughts, and the results speak for themselves. Since the implementation of the new road layout several months prior, 86% of respondents told me they wanted to return to the old layout, while 87% said they did not support the decision to close Grange Avenue to through traffic.

The most alarming result was that over 85% of respondents reported that their journey times had increased because they were sitting in traffic for longer as a result of a low traffic neighbourhood. As someone who has experienced travelling along Kingsway and Knutsford Road in peak times through Warrington South, I understand their frustration. Increased congestion clearly flies in the face of the council’s own environmental commitments, yet the reality is that an LTN scheme has simply made it worse.

What I really do think is a travesty for local democracy is that 85% of those constituents who fed back to me said that they were not consulted about the road closures prior to their being implemented. I am afraid that it is simply unacceptable to put in place a scheme that is going to cause so much change and disruption to people’s daily lives, and not have the courtesy to ask for their views on it beforehand.

After I shared these findings with the borough council and an evaluation of the feedback from its own interim survey had been carried out, I received an email from the council saying that it was going to make some changes to the Westy low traffic neighbourhood. I was hoping it would really take account of the points raised by local residents; sadly, it did not. It did not reverse any of the scheme, but simply moved a couple of planters. It means that constituents who have experienced a 10 minutes or sometimes 20 minutes longer journey to get from one end of a road to another are still facing those long delays. What local residents in Latchford made clear to me was that they want Grange Avenue reopened to traffic. This is a simple change that would reduce congestion and reduce journey times, but yet again the council is failing to listen.

I hope I have made it abundantly clear that opposition to low-traffic neighbourhoods is not about blanket opposition to policies designed to protect the environment and improve air quality. The problem we have in Warrington is that when car options are taken away, there are not many alternatives. The overwhelming majority of workplaces in Warrington are on the edge of the town, quite some distance from homes, and the opportunity to use public transport is limited, even though the Government have provided additional funding for buses. The replication of a London-style service is just not there yet. What I see in so many of the surveys that have taken place on low traffic neighbourhoods is that in areas of London where there is good public transport these schemes seem to work very well, but in areas around the UK where there is no alternative they struggle to get traction.

[Dean Russell (Watford) (Con)]

I thank my hon. Friend for his generosity in giving way. On his points about buses, I often find the same challenge when there are consultations with bus users about changes to bus routes. Recently I met a community of bus users who told me about the challenges they have found with bus routes that have been changed, but they have not been consulted about what changes there will be to the buses they travel on. I am sure there were consultations, but there need to be more robust guidelines from Government and local government to the bus organisations themselves , so that they have to say, “This route is changing. What do you think about that, how will it change your life and what will be the impact of that?” I think that would go a long way to help reassure people that they are not going to suddenly find themselves without transport to hospitals, to work and in their daily lives.

[Andy Carter]

I am very grateful for my hon. Friend’s intervention. I know he is a fantastic champion for people living in Watford, which is a very similar town to Warrington in that it relies on public transport, particularly for older residents. He is absolutely right that, where changes are made, bus companies often think their message is being delivered to the users, and it simply is not. I think we should encourage everybody involved with delivering public transport solutions to deliver a message time and again, so that that message really gets through to the constituents who need it.

[Katherine Fletcher (South Ribble) (Con)]

If these decisions are being taken in isolation, no one is considering the integrated transport aspects—closing a road has a knock-on impact on residents in one way, whereas changing a bus service has an impact in another way. Does my hon. Friend think we actually empower councils to do a good job, or are they just working in isolation to their own specific individual goals?

[Andy Carter]

That is the whole point of this debate: a decision taken by locally elected members to change a road layout or a bus timetable has a huge impact on people’s lives. It is so easy to forget that one small decision taken in a town hall at 8 o’clock on a Thursday evening can really have an impact on somebody’s ability to get to work on time, or even to get to work. These things are absolutely fundamental to the lives people lead, yet we take decisions without really thinking through the big picture and thinking about how those things play out when looked at as a whole. I absolutely agree with my hon. Friend.

Warrington’s road network struggles to cope with traffic because of the funnelling effect of the bridges over the River Mersey and the Manchester ship canal. Those who know the Westy area of Warrington will be aware that it is surrounded by water to the north and south, with the Mersey and the ship canal, and it has been that way for as long as anybody can remember. As I have explained, this LTN scheme simply will not fulfil its stated objectives; on the contrary, it makes air pollution far worse because traffic sits for much longer and does not flow as it once did, and journeys take longer. The council has failed to take into account the proper environmental and logistical impacts of its plans, which is simply bewildering to me and the many residents who have been in touch to talk about this issue.

On top of that, there is a problem with the entire manner in which this LTN scheme has been imposed without proper consultation or due consideration for local people, which angers both them and me. When councils close off roads that residents and businesses have depended on for their throughfare and trade for so many years, it does not take a genius to work out that it is going to have negative impacts in other areas. No hindsight is required here for Labour; this is simply a case of the council putting through a scheme that has not received proper consideration or had the necessary consultation, and it needs to be reversed. As my right hon. Friend the Leader of the House put it so well in her response to my question a few weeks ago, councillors should take note of what local people are saying, not just because it is their job as representatives, but because local people will more often than not have the best ideas about how to manage particular situations that affect them through their own lived experience.

Before I close I have some questions for the Minister, and I would be very grateful if he could give me some responses either now or in writing later. My constituents are keen to understand what assessment the Government make of the value to be gained from funding when it is allocated to schemes such as the one in Westy. How does the Department for Transport monitor the environmental and air quality benefits in areas where LTNs are introduced? Warrington has some of the worst air pollution levels of any town in the north of England because of the motorway network that surrounds it—the M6, the M62 and the M56 are all nearby—but can we really see whether introducing an LTN will make a difference to the air quality in particular areas if we are not putting any additional equipment in place to monitor what is actually happening there?

When councils make bids for active travel funding, how do the Government ensure that there is some level of joined-up thinking, as my hon. Friend the Member for South Ribble (Katherine Fletcher) mentioned, so that where motorists are penalised and are unable to drive on certain roads, suitable alternatives are provided for them so they can still get to work? Are there any penalties for local authorities that apply for trial funding but later realise, having run a trial, that it did not work?

What level of local engagement and, critically, support should schemes have before they are introduced in a local area? If a local authority carries out a survey before introducing a low traffic neighbourhood and sees that people do not support it, is that justification for not going ahead with the scheme, or should it push ahead anyway because it would be good for local people? Finally, will the Minister confirm that the scheme in Westy was put forward by local councillors for central Government funding and not the other way round?

I have been clear in my opposition to the Westy low traffic neighbourhood scheme. I oppose it because my local constituents tell me that it is making their lives more difficult and, as long as my constituents continue to be affected by ill thought out decisions by the Labour borough council, I will continue to hold the council to account in this place and in Warrington.

[The Parliamentary Under-Secretary of State for Transport (Mr Richard Holden)]

I congratulate my hon. Friend the Member for Warrington South (Andy Carter) on securing this Adjournment debate. I also thank my hon. Friends the Members for South Ribble (Katherine Fletcher) and for Watford (Dean Russell), who are both local champions for their communities, for raising further important points. I will address one of the main questions asked by my hon. Friend the Member for Warrington South at the very start. The scheme in Westy was put forward to the Government by local councillors for funding. I will write to him with a detailed explanation from my departmental officials on monitoring, the nature of funding, how ratios are allocated and so on.

Let me set out some background on where responsibilities for such traffic management issues lie. Managing traffic on local roads is and always has been a matter for local transport authorities. They have a range of duties, powers and responsibilities, and a considerable toolkit of measures that they can make use of. Local highway authorities have a duty under section 16 of the Traffic Management Act 2004 to manage their roads to secure “the expeditious movement” of all traffic. Meeting that duty is by no means easy and is a daily challenge faced by local authority traffic managers and their colleagues across the country. Balancing the different needs of road users and the many and varied demands on roads is complex. The role of the Department is therefore to set an overarching Government policy and provide an enabling framework of legislation, guidance and advice.

The Department has no remit to intervene in matters of local democratic decision making. Decisions on what traffic management measures to provide, including low traffic neighbourhoods such as the one that my hon. Friend talked about in Latchford—specifically in Westy—are entirely a matter for local authorities such as Warrington to make. They need to be held accountable for them by the local electorate.

Streets and roads make up three quarters of all of our public space and, as my hon. Friend outlined in making his case, how they are designed has a really significant impact on people’s lives. The Department has for a long time encouraged local authorities to design their streets in a way that creates a sense of place and puts consideration of the needs of local people first. The “Manual for Streets”, published by the Department for Transport in 2007, provides guidance on that. The design of streets can deliver on a wide range of objectives such as high street regeneration and economic growth, contributing towards net zero, decarbonising transport, and air pollution, which my hon. Friend talked about. We are currently revising the “Manual for Streets” and aim to publish a revised version in early 2023.

There are many good and popular traffic management schemes across the country, many of which are designed to enable local economic growth. Examples include the Waterfront in Ipswich and the centre of Welwyn Garden City. However, others do not seem to have met those high standards. The challenge now is to learn from experience and ensure that all local authorities develop schemes in a way that fully involves their communities and leads to high quality outcomes. Only then will we see the step change in design that we need to help deliver the commitments from “Gear Change” and the overall goal of net zero.

My hon. Friend rightly raised his concerns about engagement with the local council in the planning stages and later on. Engagement should not end there—this is an important point—but should continue, and authorities should continue to monitor how schemes are performing and make changes if they need to.

With regards to Latchford, I agree that any scheme must be developed and implemented after thorough engagement with the community affected. The Department made that very clear when communicating with local authorities about the active travel fund. Community engagement is key. I note that Warrington Borough Council did carry out some engagement on the proposal, but engagement should use objective methods to establish a truly representative picture of local views and ensure that minority views do not dominate. The party political nature of local Members of Parliament should also have no bearing on it. There are many ways an authority can consult and engage. What is important is that representatives of the whole community are engaged. It is for local authorities to decide what methods to use, but, as my hon. Friend has been doing today, they should be held to account for whatever methods they use. Authorities should also be open to continuing to listen and to making changes to any scheme in the light of real-world experience and feedback from local people.

On the impact on journey times in and around Latchford, it is for Warrington Borough Council and its leadership to justify the design of this particular scheme. I understand that changes to road layouts can cause confusion. Again, while the exact nature of the scheme is a matter for the council, the general aim of low traffic neighbourhoods is to prevent through traffic and rat-running, not to prevent access by car for residents, visitors or essential services. Where they are put in place, that should be kept in mind.

I note the concerns raised about whether low traffic neighbourhoods lead to increased congestion, in particular on boundary roads. It is certainly the case that where a low traffic neighbourhood is poorly designed it can have negative impacts, but well-designed active travel schemes need not cause additional congestion. When part of a well designed network, they can be a far more efficient way of moving people around our town centres—and, indeed, in and out of towns.

[Andy Carter]

I am very grateful for the Minister’s response. Does he agree that certain areas are simply not right for a low traffic neighbourhood because of the constraints that exist in them—rivers or other waterways—and that to close rat runs, as the Minister mentioned, is to actually close roads that people use? The speed at which vehicles travel along those roads is perhaps a case for looking at road planning, rather than determining that they are rat runs.

[Mr Holden]

I agree completely with my hon. Friend. This is very much a horses for courses situation. Some areas are suitable for LTNs—he mentioned that in some parts of the country they have been welcomed—but other areas are not, and he is completely right to highlight that point.

Well-designed schemes can help people to move around more efficiently. This, again, is where Active Travel England can help local authorities to ensure that their schemes are properly thought through, including the impact on other traffic in and around their areas.

I thank my hon. Friend for raising this important issue. In short, well-designed schemes can promote better road use, including cycling and walking, and deliver benefits for all road users and local communities. They can make our town centres more attractive and boost local economies, as well as deliver health and environmental benefits. Our updated “Manual for Streets”, together with the work of Active Travel England, will have a role in helping local authorities to design and implement such schemes effectively, learning the lessons of experience in the implementation of existing schemes. What is particularly important is that local authorities listen to their local people and reflect carefully on the views expressed by the residents they serve and their democratically elected representatives. That includes the people of Warrington South, who could not have a more doughty champion than my hon. Friend. I hope that in this case Warrington Borough Council listens to representations and considers them as it takes the scheme forward into the future.

Question put and agreed to.

Avanti West Coast

Andy Carter Excerpts

Wednesday 7th September 2022 Commons Chamber

[Trudy Harrison]

I certainly have not used inflammatory language. My husband is a member of the GMB union and I believe that my salary contributes every month to its upkeep.

On the west coast main line, 500,000 seats are still provided every week. Yes, we have seen a dramatic reduction, but I do agree that we need to work with all partners and all stakeholders to resolve this urgent situation for the benefit of passengers, to decarbonise the transport sector, to reduce emissions, to cut the congestion on our roads and to ensure that we have a sustainable, safe, affordable and reliable train service in the future. That is common sense.

[Andy Carter (Warrington South) (Con)]

I am grateful to the Minister for her update. I, too, met Avanti representatives last week. They told me that they had reduced the number of trains from Euston from nine to four an hour. My constituents are telling me that they are unable to get advance tickets more than three days before travel. Will the Minister take some practical steps with Avanti and, now that it has a core emergency timetable, ask that it release advance tickets further in advance— perhaps at least three or four days in advance of when people need to travel—so that constituents know that they can travel with some certainty?

[Trudy Harrison]

My hon. Friend makes a brilliant point. I will ensure that the new Secretary of State hears that suggestion and that we work with Avanti to be able to provide those advance tickets, giving passengers that certainty as soon as possible.

High Speed Rail (Crewe - Manchester) Bill

Andy Carter Excerpts

2nd reading
Monday 20th June 2022 Commons Chamber

[Wendy Morton]

We are looking at alternatives, because it is quite possible that we could come forward with something better. I know this is something that the Minister of State, Department for Transport, my hon. Friend the Member for Pendle, is looking at very carefully.

The huge economic benefits that HS2 will bring to Scotland are not in question. HS2 services between London and Glasgow are set to be available once the HS2 trains start running on to the conventional rail network. We are also committed to exploring alternatives that deliver similar benefits to the Golborne link within the £96 billion envelope of the integrated rail plan.

[Andy Carter (Warrington South) (Con)]

I warmly welcome the Government’s decision to scrap the Golborne link. It is a £3 billion white elephant. The opportunity to put HS2 trains into stations such as Warrington is something that I know Warrington Borough Council and the hon. Member for Warrington North (Charlotte Nichols) would also welcome. Can the Minister tell us if that is something that HS2 is considering?

[Wendy Morton]

Within the envelope of the funding, I would like to assure my hon. Friend that we are considering all options.

Going back to the issue of biodiversity, we are aiming to boost biodiversity along the Crewe-to-Manchester route, which will mean greater environmental diversity than existed before construction, thereby continuing HS2’s commitment to leave a green legacy. This Bill will contribute not only to a greener economy but to a more skilled economy. In the two years since the construction of HS2 began between London and Birmingham, significant progress has been made on this milestone project.

I mentioned earlier that this is the third HS2 Bill. It is absolutely incredible to watch the move from the Bills being presented to this House to seeing real spades and tunnel-boring machines in the ground and the unveiling of the staggering 700-tonne bridge-building machine that is set to begin work on a 3.4 km bridge across the Colne Valley. We have also awarded the £2 billion contract for the delivery and maintenance of HS2 trains for phases 1 and 2a, and under budget, I might add.

--- Later in debate ---

[Mr Dhesi]

My hon. Friend makes an excellent point. Such contempt is what is holding our country back, and that is leading to the mismanagement of our network. Indeed, as I said earlier, that is emblematic of this Government, because with the impending rail strikes their behaviour is going to lead to such disruption for hard-working Brits up and down the country.

I can count more than 60 times when Ministers have promised from that Dispatch Box to deliver HS2 in full. Hopes are raised, then dashed. Promises are made, then broken. Why should anyone believe a word they say? And what of addressing the concerns raised about HS2—on community consultation, as the hon. Member for Stone (Sir William Cash) aptly pointed out; on spiralling costs; on ensuring value for money for taxpayers; and on environmental mitigations, as pointed out by the hon. Member for Strangford (Jim Shannon)? It is within the grasp of Ministers to address those concerns today, but I fear we might all be left disappointed.

[Andy Carter]

I wonder whether the hon. Gentleman could answer a straightforward question, because many constituents in Warrington would like to know. Does the Labour party support scrapping the Golborne spur?

[Mr Dhesi]

As we will discuss later in respect of the amendment, we are in favour of excellent alternative proposals from the Government, because until then we cannot support the scrapping of the Golborne link. We will look in detail at what the Government propose in respect of the link.

As the Bill progresses, Labour is keen to see progress on the northern powerhouse. The Bill must deliver the right infrastructure for the north of England but, rather than levelling-up the country, it could in fact entrench the north-south divide for generations to come. It must deliver a solution for Manchester Piccadilly station that enables a future Labour Government to build Northern Powerhouse Rail to Bradford and Leeds.

--- Later in debate ---

[Mr Dhesi]

I am glad that the hon. Gentleman is pleased to be lectured by the hon. Member for Slough when it comes to standing up for the north. Indeed, it often seems the case that the hon. Member for Slough stands up more for the constituents of the north than Government Ministers. That is why the hon. Gentleman is so happy. Moreover, it was the previous Labour Government who stood up for the people of the north, with amazing investment not just in our rolling stock, but in the west coast main line—billions of pounds of investment for our northern communities.

It is also important to highlight the fact that Labour is keen to see the Government addressing the rail capacity constraints on the west coast main line, allowing for improved connections to Scotland from the north of England. If the Golborne link, which has been mentioned umpteen times, is not taken forward, any funding saved should be reinvested in local transport projects in the north. Labour will fight to ensure that working people across our country see the benefit of this project in jobs and opportunities. Labour wants to ensure that more public contracts go to British companies, big and small, through our plan to buy, make, and sell more here in Britain. That would boost economic growth, create jobs, and open markets, linking neglected regions and towns to help us meet net zero.

That is why the next Labour Government will complete HS2 in full, including the eastern leg and Northern Powerhouse Rail. We will connect 13 million people across our great northern towns and cities, from coast to coast, and set up an office for value for money to oversee spending on major projects and make sure that they do not run out of control. Ministers must get a grip.

[Andy Carter]

I just want to be clear about this, because I do not think that I quite got an answer to my previous intervention. The hon. Member has just said again that Labour will complete HS2 in full. Does that include the Golborne spur?

[Mr Dhesi]

As I have already said, Labour believes in delivering HS2 in full. On the Golborne link, we have said that we want that connection to happen, but the Government have said that they will put forward alternative proposals to make sure that that connection is made. We are waiting for those alternative proposals, so that we can make sure that those communities are connected in that part of the country.

As my hon. Friend the shadow Chancellor has said, we will “buy, make and sell” in Britain. Let me take UK steel as an example. We would support jobs in UK steel and along the whole of the UK supply chain. Why will this Government not commit to buying UK steel and to supporting the 33,000 jobs in our excellent steel industry? Perhaps the Minister would like to give way now, because I know that the Government would very much like to support the steel industry at this time and commit to buying UK steel—[Interruption.] Perhaps not then. HS2 is not only about increased capacity, faster journeys, new stations, more jobs, more apprentices, and a boost for struggling British businesses, but about helping us to deliver net zero.

For decades, rail has produced by far the lowest carbon footprint, compared with cars, coaches and flights. We want national roll-out of electrification. HS2 will use net zero carbon energy from day one, and, as a whole, it will be operationally net zero by 2035.

In conclusion, we all want to see our railways thrive. We want them to be accessible, affordable and green. We need them to connect us all, from villages to towns to cities. We should be striving for a world where the best way to travel is by rail. What we cannot do is to allow the poor leadership of this Government to dampen those ambitions for our country. Time and again, the Tories have proven that they are incapable of delivering on rail and have brought chaos to our network. It is time that they got their act together and delivered for our country.

--- Later in debate ---

[Chris Clarkson (Heywood and Middleton) (Con)]

It is a pleasure to follow the hon. Member for Reading East (Matt Rodda), who made some very interesting and worthwhile points about how HS2 will be delivered and especially on talking to the team behind Crossrail. Crossrail had its own teething problems, as has HS2, so if we can learn some of those lessons, that would be excellent.

It is also a pleasure to follow my hon. Friend the Member for Crewe and Nantwich (Dr Mullan), who made some excellent points. He has been a doughty champion on this issue for a long time, although unfortunately he did misspeak when he said that Crewe and not Heywood should be the home of Great British Railways. I will forgive him.

I completely understand the concerns expressed by the hon. Member for Denton and Reddish (Andrew Gwynne) about the effect of suspending Metrolink. I have been having my own battle to get it to my constituency, so I definitely understand why he does not want it to go anytime soon.

This is a very timely, some might say slightly overdue, Bill and I welcome it very warmly. For some of us, getting HS2 to Manchester has been a labour of love for well over a decade. I think back to my time in Salford town hall, having these debates and talking about, “Oh, it’s only a couple of years down the track.” Of course, then it was a couple more years and then a couple more years, so it is very nice to be here debating this Bill in this Chamber.

At the heart of the Government’s manifesto at the last general election was the commitment to level up the UK. The Bill is evidence of that commitment. The industrial revolution began in Manchester. It was the world’s first industrial city and it should be at the heart of the next industrial revolution and the industrial revolution after that. Of course, the unspoken truth is that for a very, very long time investment in this country was tilted very heavily towards the south, creating the perverse situation where what was once the cradle of this country’s productivity was dependent on handouts from the part of the country that we dragged kicking and screaming into first the 19th century and then the 20th century. HS2 is an investment in infrastructure that the north of England desperately needs. We are not talking about the old “teach a man to fish” argument. We know how to do that. We basically invented fishing in this scenario. We just want our fishing rod back.

One of the most spurious arguments against the project is that the time it takes to get from Manchester to London is already a little over two hours and that HS2 will not really make a big difference. That, of course, spectacularly, and often deliberately, misses the point. This is about capacity, not just speed. The demand to do business up north far outpaces our ability to deliver, because we are choked off from the vital infrastructure we need to compete. It is a fact that HS2 will not just enable better north-south connectivity; by doubling capacity between London and Manchester, regional lines will also be freed up for more east-west and local services, too.

[Andy Carter]

My hon. Friend is making a very good speech and his point on north-south is very well made. He will know that there is to be a new high-speed line which will pass through Warrington, through Warrington Bank Quay, into Manchester. The value of creating north-south, east-west in the north of England is the big picture we should be considering. We are talking about an HS2 Bill, but we should look at the full picture with the £96 billion investment that the Government are making in the north of England. When we add all those things together, it really is a phenomenal investment in rail in the north of England.

[Chris Clarkson]

My hon. Friend makes an excellent point. In fact, this is the biggest investment in rail, I believe, in the history of this country and it is certainly more than the sum of its parts. That £96 billion will multiply and multiply again. Warrington is already a hub of both commercial and industrial activity. It is not properly connected to Manchester. It is a bit of a mission to get from A to B, as it is to get from Warrington to Liverpool. To get from Liverpool to Manchester is like pulling teeth. The very first seat I contested, in 2015, was Wallasey. I had to start very, very early in the morning on a Saturday to get there in time for my first canvassing session. I would welcome more connectivity, especially the high-speed rail link my hon. Friend talks about.

This Bill is more evidence that the Government are delivering on the integrated rail plan for the north. The Crewe-Manchester scheme will also provide the basis on which much of Northern Powerhouse Rail can be developed. I hope that eventually it will provide connectivity from Liverpool in the west to Hull in the east.

--- Later in debate ---

[Dr Davies]

Yes, work has been done by Growth Track 360 and others to look at improvements that could be made to the regional economy. Tourism, as my hon. Friend says, is right at the top. So many people in the north-west, the west midlands and further afield would visit north Wales if they could get there more quickly.

Poor regional rail services stifle economic growth, including in our vital tourism sector. They suppress efforts to reduce higher-than-average unemployment and result in just 2% of commutes to the north-west of England being made by rail, which is about 80% less than the national average.

I strongly urge the Minister to ensure that when the updated rail network enhancements pipeline is due, it includes an ambitious programme for the north Wales coast main line. Signalling improvements, line speed enhancements, infrastructure to allow express trains to overtake slow trains and capacity improvements in and around Chester station are all required to deliver that programme, as is electrification. Electrification will ultimately be required regardless, of course, to fulfil the decarbonisation agenda, but it needs to be prioritised. Placing all those improvements at the formal RNEP decision-to-develop stage now will allow north Wales and west Cheshire to properly benefit from HS2 and Northern Powerhouse Rail.

[Andy Carter]

My hon. Friend is making a very good speech indeed. He talks about north Wales and the north-west, but a very obvious benefit of improving the main line along the north Wales coast is that it would also improve connections to Northern Ireland, because of the ferries from Holyhead to Dublin. The opportunity to connect all parts of the UK by improving rail is critical for the north Wales coast.

[Dr Davies]

My hon. Friend is absolutely right, and that is what Sir Peter Hendy looked at in his Union connectivity review, which makes that point about the links across the UK, to Ireland and to the continent.

By investing in the improvements that I have outlined, we can prepare the ground to bring much of north Wales within a two-hour journey of London once the London to Crewe 2b section of HS2 is completed. Work on some elements of that agenda has already been conducted, or is due to be undertaken shortly, meaning that initial works could get under way sooner rather than later. I look forward to meeting the Chief Secretary to the Treasury shortly, alongside my colleagues in north Wales, to discuss further the soon-to-be-updated RNEP.

HS2 is an important British engineering and infrastructure project, which, like the M6, will be located in England but will benefit north Wales. There are those who say that HS2 should be considered an England-only project with Barnett consequentials arising for Wales. Journeys to and from north Wales overwhelmingly run on an east-west axis, and in my view there is absolutely no value in engaging in separatism and seeking to pretend otherwise. However, after many decades of underinvestment, the time for a significant financial commitment to the Crewe to Holyhead line has well and truly arrived. With such investment, HS2 will bring greater benefits to north Wales and thereby help to bring the Union closer together. With that in mind, I hope the Minister can give some clarity about when we might anticipate the Government’s full response to the Union connectivity review.

The inclusion in the Bill of a Crewe northern junction joining the west coast main line and HS2 north of Crewe is important for north Wales in ensuring an adequate throughput of northbound services at Crewe, and therefore sufficient connecting services for my region. I was pleased to help to lobby for this northern junction some years ago, alongside colleagues at the north Wales and Mersey Dee rail taskforce, who lead the Growth Track 360 campaign that I have mentioned. However, it is vital that funding be found for a fit-for-purpose Crewe hub station building and infrastructure, and that the design be future-proofed to allow rapid connections and HS2 through services to north Wales.

I move on to the recent announcement that the Golborne link will no longer be constructed. That brings with it potentially good news for north Wales, assuming that the route northbound via Warrington is to be upgraded accordingly. I encourage the Minister to examine that possibility carefully.

I recently met the head of public affairs for Manchester airport, Andy Clarke, who outlined to me the airport’s enthusiasm for HS2 but emphasised the need for several matters to be properly examined in the near future, including the likely impact of construction, the concern over the requirement for a local funding contribution towards the new airport HS2 station and the need to ensure that public transport links between the new station, the existing station and terminal buildings are up and running from day one. Once again, I hope the Minister will take that on board.

--- Later in debate ---

[Andy Carter (Warrington South) (Con)]

It is a pleasure, as always, to follow my hon. Friend and neighbour the Member for Leigh (James Grundy). I am only sorry there were no Lib Dems here to hear his—[Interruption.] Actually, on reflection I am not.

Back in November last year, we saw the release of the long-awaited integrated rail plan, which set out the Government’s intentions for delivering and sequencing major rail investment across the north of England. That was something I warmly welcomed at the time. On the day of the release, the Prime Minister visited Warrington Bank Quay station. I stood on the platform with him and the Secretary of State and we talked about Warrington being at the heart of the country’s rail network, with the potential to be the best-connected town in the north of England. I am pleased to say that they were both absolutely right. Warrington is being helped by the addition of a high-speed line through Bank Quay station taking us east to west—but I do not want us to stop there. I want a high-speed line to go through Bank Quay station taking us north to south to deliver on the Prime Minister’s statement that we will become the best-connected town in the north of England.

The new high-speed line from Warrington to Manchester and on into Yorkshire will also make use of the Fidlers Ferry goods line to Liverpool. This will create opportunities by releasing capacity on the existing network for commuter trains and freight, meaning that a new station hub can be created at Warrington Bank Quay right in the heart of Warrington town centre.

To give an example of the need to release capacity, just three years ago Warrington Borough Council and the Government spent about £20 million on building a new station, Warrington West, to service the more than 10,000 new homes built in Chapelford and Great Sankey. At the time, it was promised that three trains an hour would pass through that station, taking commuters who chose to live in Warrington into Liverpool and Manchester. Today, one train an hour stops at that station because there is not the capacity into Manchester to be able to accommodate more. As my hon. Friend the Member for South Ribble (Katherine Fletcher) mentioned, if this were in the south of England, we would see many more trains per hour travelling through those stations. The north of England needs to be levelled up, and that capacity is really fundamental.

[Katherine Fletcher]

My hon. Friend is arguably the best MP Warrington South has had for about 40 years. I have constituents in Leyland who want to come to the thriving economic hub that is Warrington, but at the moment there is no public transport option available to them, so the Department for Work and Pensions is supporting them in gaining car or bike transport to take up the economic opportunities from being near Warrington. Will the integrated rail plan and this change to HS2 make it easier to get the capacity in so that Warrington’s growth is growth for the whole of the north-west of England, including Leyland?

[Andy Carter]

My hon. Friend is absolutely right. It will be a catalyst for development not just in Warrington or in Lancashire and Cheshire but for the whole of the north-west of England. That is why the integrated rail plan, with its sequencing and rail investment, is so fundamental for the north of England.

While I was standing on Warrington Bank Quay station, I listened to Opposition spokespeople talking down the £96 billion plan being put forward by Government. There was no recognition of the fact that this Government are putting investment into trains in a way that has never happened before in the north of England—that was completely overlooked by the Opposition parties. There is now an opportunity to deliver on the levelling-up promises and allow people to travel around the north-west of England in a way that they have never done before.

[Mike Amesbury]

The eastern leg of HS2, Northern Powerhouse Rail at the time, was cancelled. That took out billions of pounds and actually levelled down the north. We cannot rewrite history; that is a fact. It is also a fact that there are people in constituencies such as mine who are waiting an hour or an hour and 40 minutes for a train. It is still just not good enough.

[Andy Carter]

I accept that train services from the hon. Member’s constituency are not as good as they should be, but the Government’s plan is about addressing those issues by investing in the north of England. I have to ask him: when did the last Labour Government invest in trains in the way that this Conservative Government are doing in the north of England? I do not think they ever did.

I remember knocking on doors at the general election and talking to constituents across Warrington about their priorities. They were really clear that they wanted better opportunities to commute into the principal cities of Manchester and Liverpool, but when they arrived at the station in Manchester on a Monday morning to try to catch a train, there was no capacity—the two carriages were absolutely full. The Government’s investment will address that and resolve those issues, and I know that my constituents welcome the proposal to build a new line far more quickly than was previously proposed.

When I was standing on Warrington Bank Quay station with the Secretary of State and the Prime Minister, the fly in the ointment was the HS2 Golborne spur, which would have meant that trains from London bypassed Warrington. It would have been a £2 billion to £3 billion rail investment that would have caused nothing but pain for my constituents in Heatley and Lymm, and for constituents along the line in neighbouring constituencies in Warburton and, crossing the Manchester ship canal, in Rixton and Glazebury, in Culcheth in Warrington North, and in Leigh.

For once, there was an outbreak of unity between me and the leader of Warrington Borough Council. We both opposed the scheme and, finally, the Government have listened and taken steps to put it on hold. On Saturday, I met one of the families who were expecting to lose their house. They had lived under the cloud of the Golborne spur for more than 10 years. I visited their lovely farm on Wet Gate Lane, Lymm and met some of the family who live there. They said to me, “Thank you.” They thanked the rail Minister, the HS2 Minister and the Prime Minister for listening to their pleas. Finally, the Government are listening to local people, but the clear message was that we now urgently need to review the safeguarding measures that are in place because, although there is a clear intention to move forward, they still live under the cloud that HS2 could be built in their area.

This is not just about HS2 and Northern Powerhouse Rail; it is also about investment in public transport through buses. I am incredibly grateful to the Government for the £42 million that is coming to Warrington to level up public transport through buses. An entire new transport fleet is going to Warrington’s Own Buses’ zero-emission buses, and £16 million of support will help to improve the frequency of buses and ensure that fares are kept low. That will make a massive difference to people living in my constituency, and I am grateful that this Conservative Government are levelling up in the north of England.

Rail Investment and Integrated Rail Plan

Andy Carter Excerpts

Wednesday 8th December 2021 Commons Chamber

[Andy Carter (Warrington South) (Con)]

Listening to the comments of the doomsters on the Opposition Benches who seek to rubbish £96 billion-worth of investment in UK rail, I wondered whether they were reading a different document from me, but I have concluded that they have not read any documents at all.

This integrated rail plan is an absolutely brilliant plan for Warrington South. This plan puts our town and the great people of Warrington at the heart of the north’s rail network, with good connections north and south via the electrified west coast main line and a new passenger line east to west from Liverpool into Yorkshire.

I remember knocking on doors during the 2019 election, when many people said to me that the links between Liverpool and Manchester are critical for towns like Warrington in the north-west of England, and the Government have listened and responded. I thank the Rail Minister, who has worked so hard to ensure that people in my constituency get the benefits they need.

People in Warrington will see faster, more reliable connections to key cities and towns. It is reassuring to see such a strong commitment from this Government, who have listened to the views of local people, for better, faster rail services through Warrington to be delivered more quickly.

Often the biggest criticism we hear from constituents, of all Governments, is that we fail to invest in infrastructure. We need to do this to help our economy and to help local people live better, more effective lives.

[Mark Eastwood]

My hon. Friend mentions the importance of economic growth. Does he agree this is important for local businesses, small and medium-sized enterprises and, as my hon. Friend the Member for Redcar (Jacob Young) said, large businesses such as British Steel?

[Andy Carter]

I absolutely agree. It is so much more than just infrastructure. This plan has the potential to be a social and economic catalyst for the north of England, bringing businesses, universities and employment markets closer together, changing people’s lives because they will no longer have to take a two-hour journey to Leeds. Under these plans, journey times from Warrington will be slashed to just 50 minutes. Those journey times will also be delivered 10 years faster than previously planned.

The new transport network will act as a catalyst to redevelop areas around our stations. I am looking forward to the investment I know will come to Warrington as a result of the plans for the north of England.

While the Rail Minister is on the Front Bench, I would like to raise with him the more immediate proposed changes to train timetables, which will have significant implications for services through Warrington Central station. Northern and TransPennine have been consulting on the proposed December 2022 timetables, particularly on the CLC line. The plans will see a reduction in services connecting Warrington Central to Manchester from four an hour to three an hour at peak due to the removal of one of the stopping services. Having accepted that more capacity is needed between Warrington and Manchester, Northern is actually taking away services. Will the Minister meet me to discuss how we can make sure that those timetable alterations do not impact on people in Warrington?

Finally, I want to draw briefly on the Government’s recent publication on the Union connectivity review. I am pleased that the review recognised that we need to invest more in the west coast main line north of Crewe to properly use HS2, taking advantage of the capacity and journey time benefits. More importantly—I have called for this for some time—I welcome the move to explore more alternatives to the Golborne spur, which is the link that will connect HS2 to the west coast main line. The outcome of the report was clear. There are better ways to link the west coast main line to HS2 than the Golborne spur—a connection that will cut through Warrington, cost £2 billion and deliver very few benefits.

HS2

Andy Carter Excerpts

Monday 13th September 2021 Westminster Hall

[Andrew Stephenson]

I thank the right hon. Lady for her point. Of course, the Government are looking at this in a cross-Government way. We are looking at changing working patterns, which have impacts not only on transport investment but on regeneration and a whole range of things. We will say more about our thinking in the coming months. As we said in the Queen’s Speech, we intend to bring forward a western leg Bill. Obviously, it would have to be accompanied by projections for the whole network, not just the western leg, so I hope we will publish more information on that in the very near future.

[Andy Carter (Warrington South) (Con)]

I look forward to the Minister publishing more information. I also look forward to the integrated rail plan, which I am keen to see, with recommendations to scrap the Golborne spur leg, which impacts my constituency. It is a £2 billion line that basically goes nowhere. It brings all the pain and no gain to Warrington, so I ask him to prioritise scrapping it.

[Andrew Stephenson]

My hon. Friends the Members for Warrington South (Andy Carter) and for Leigh (James Grundy) continue to push me on the Golborne spur. That is one of the many decisions that will be taken as part of the integrated rail plan, so I hope to be able to say more about that soon.

Oral Answers to Questions

Andy Carter Excerpts

Thursday 24th June 2021 Commons Chamber

[Miriam Cates (Penistone and Stocksbridge) (Con)]

What steps his Department is taking to improve transport connections in the north of England.

[Andy Carter (Warrington South) (Con)]

What steps his Department is taking to improve transport connections in the north of England.

[Mary Robinson (Cheadle) (Con)]

What steps his Department is taking to improve transport connections in the north of England.

--- Later in debate ---

[Andrew Stephenson]

I agree with my hon. Friend that we must improve connectivity to all our communities in the north—especially Chorley—and I welcome her commitment to improving services on the Penistone line. Bids to the £4.8 billion levelling-up fund are being assessed, and we expect to announce the outcome of that competition in the autumn.

[Andy Carter]

As the number of commuters travelling from Warrington gradually starts to increase again, does the Minister agree that east-west links from Warrington will really benefit from investment? Could I ask my hon. Friend to update the House on plans to extend Northern Powerhouse Rail from Manchester to Liverpool via Warrington Bank Quay, and does he agree with me that the £2 billion allocated for the Golborne spur could be better spent on helping local rail links across the north-west of England?

[Andrew Stephenson]

The Government remain absolutely committed to Northern Powerhouse Rail and, as ever, my hon. Friend makes a powerful case for Warrington. As he knows, decisions on the routes for NPR and consideration of the Golborne spur are matters for the integrated rail plan, so he will have to be patient just a little bit longer, but I can assure him that his representations have been heard.