North of England: Transport Infrastructure

Dan Jarvis Excerpts

Thursday 20th May 2021 Commons Chamber

[Dan Jarvis (Barnsley Central) (Lab) [V]]

It is a pleasure to be called to speak in this debate, Mr Deputy Speaker, and I am pleased that other hon. Members intend to make a contribution.

The Government talk a lot about levelling up and there can be few more important elements of that agenda than transport. It is critical if we want to grow our national economy or cut our national carbon emissions. It is critical if we want to heal the growing inequality, division and disillusionment that are tearing at the fabric of our country. However, this is not just an agenda for the north; it is an agenda for the whole of the UK—one we should be able to collaborate on constructively, no matter what our party. But it is also an agenda that demands action, not words. The change we need will not come with half measures.

Of course, right now, all our transport is reeling from the impact of covid, so the first ask of Government is to ensure that support is sustained until passenger numbers and confidence recover. Cutting back too soon would force urgent cuts to services, needlessly deepening the hole that we need to climb out of. I know that the Minister takes these matters very seriously, and I am sure—and certainly hope—that he agrees that any such cuts would be very short-sighted.

However, our goal has to be so much more than survival, and nowhere is there more potential or more need for ambition than with our buses. They have suffered from decades of ideological neglect—a perfect example of free market fundamentalism—but they are the backbone of our public transport and the most realistic place to look for the quick results we need on decarbonisation, congestion and inclusion. The only appropriate ambition for our buses is a truly world-class service, and that is what I am working to achieve in South Yorkshire. That ambition means a rapid shift to a zero carbon fleet. It means affordable, flexible fares. It means routes and frequencies that genuinely serve all our communities, and it means buses integrated into a coherent regional system, with seamless connections across every mode. If the Netherlands can do it, why cannot we? If we build a system that works, people will use it, but that, of course, needs funding.

I am genuinely pleased that we now have a national bus strategy. It is a welcome recognition of the utter failure of deregulation but, so far, it is long on aspiration and short on detail, with no clarity yet over how 85% of the promised £3 billion will be spent, or how much of it will reach places such as South Yorkshire. The Government’s ZEBRA—zero emission bus regional area—funding for electric buses similarly sounds great, but it is a competitive pot that will cover only a handful of areas across the whole country. Central revenue funding for bus services was slashed by almost 20% between 2009 and 2018 and is an unbelievable 15 times lower per head in Sheffield than it is in London. Three billion pounds sounds quite a lot, but it is a fraction of what is needed to repair the damage. If the Government are serious about change, we need to have adequate, long-term and reliable funding.

The issue with buses is not just funding, but structure and ownership. Deregulation has been disastrous, so the Government must give Mayors and local government leaders not just the freedom, but the support to make bolder changes, such as moving to franchising, if that is needed, in order to have the control, integration and value for money that a world-class service demands.

We need a similar ambition for our trams. Supertram is a great, zero-emission success in Sheffield but, after 30 years, it needs funding for renewal and improvements such as extending our groundbreaking tram-train services. Meanwhile, there is enormous untapped potential for similar systems in other northern regions such as West Yorkshire.

Active travel must be another central priority for northern transport. It helps people to live healthier lives, supports more pleasant and connected communities and gets cars off the road. It reduces carbon emissions and other air pollution, and is accessible to people on lower incomes. That is why, in South Yorkshire, we are investing more than £100 million in it over the next two years and are working with the Government to do still more. But we need that sort of investment right across the north. We also need to electrify all road transport, not just our buses. The Government have a critical role in encouraging a wide network of charging points, but the rate of installation is currently just a fifth of what it needs to be to meet the UK’s climate goals. The modest means available betray the grand aspiration.

The role of central Government is especially critical in rail. High Speed 2 has dominated much of that debate but, for me, faster rail journeys to London are a distinctly secondary contribution to levelling up. My first priority is transport within my region—the sort that gets people to work and the shops every day—and then the transport between the cities and towns of the north, especially Northern Powerhouse Rail. HS2 makes sense because it promises to enable those things but, if it undermines them instead, it deeply compromises its claim to be part of levelling up.

Like other northern leaders, I am hugely concerned that the Government are considering delaying or cutting corners with NPR, or combining it with the trans-Pennine upgrade to help pay for HS2. The Minister has been supportive in the past and I hope that he will reassure me today that that is not the case.

Equally concerning is the possibility that HS2 East through Sheffield and Leeds could be postponed. Not only would that make HS2 meaningless in terms of levelling up for a huge swathe of the north, including some of its most deprived areas, but it would jeopardise NPR and local transport investment around Sheffield. It would be the worst of all worlds.

Therefore, if the Government are serious about HS2 being a project for the north, they should build phase 2 in its entirety, on time, while doing the same for NPR, Midlands Engine Rail and other supporting works. That might sound like quite a lot to ask, but having embarked on HS2 with a promise that it would not come at the cost of northern regional rail renewal, the Government cannot now propose half measures.

The full impact of HS2 and NPR is more than a decade away, so the Government can and must move decisively to level up northern rail now. Across the region, there are smaller-scale investments that can have an outsized impact. We have set out the case for early investment in midland main line electrification up to Sheffield and the work between Sheffield and Clayton Junction to deliver an HS2 and NPR-ready section within 10 years. I hope that the Minister will agree that that should be prioritised, irrespective of when HS2 East goes ahead.

The works to improve the Manchester central corridor will have benefits across the north of England. A rail link from Doncaster Sheffield Airport would unlock the huge potential of GatewayEast. Simply getting on with the endlessly delayed electrification of our existing lines would give a major boost not just to decarbonisation, but to simplified rail operations and high-skilled jobs. Instead, we are left fighting service reductions, like the potential suspension of direct trains from Sheffield to Manchester Airport. The lack of a direct link to a major airport 45 miles away is just not compatible with any serious ambition for our railways.

Amid all the talk of renewal, the Government are cutting Network Rail’s enhancement budget by £1 billion and have slashed the operating budget for Transport for the North. The just published Williams review is a welcome, if so far incomplete, admission of the failures of privatisation and the need for a single strategic body for rail. However, it still runs the risk of putting profits ahead of passengers and leaves major questions unanswered, notably on the structure of our railways and decarbonisation.



Over the decade to 2019, the north received barely 40% of the per capita public spending on transport that went to London. That is a huge gap to make up, but it is not just about the money; it is also about how things are done. To succeed, transformation needs to happen in partnership with—and where possible, led by—local government. We need stronger local and regional devolution, including a northern transport budget and an end to piecemeal competitive funding pots, so that we can plan for the long term and reshape our transport systems as a coherent whole.

We need a transport strategy defined not just by greater investment but by a compelling vision for the sort of society we want to build in the north and beyond, with liveable communities, affordable transport and a rapid and just transition from fossil fuels. With the greatest respect to the Minister, whose sincerity and hard work I have seen on countless occasions, I do not believe that the Government yet have that vision. I want to acknowledge, though, the positive moves they have made, not least the providing of emergency covid support, and I am grateful for the investment that we have been able to secure in South Yorkshire recently. But if you have committed yourself to transformation, there are no prizes for good work at the margins. The Government’s talk about levelling up conceals a much meaner reality. From HS2 to TfN to buses, the investment does not yet match the fundamental change that I think we all want to see.

To conclude, the transformation of northern transport is the right goal. Our economy demands it, our environment demands it, our people demand it and basic fairness demands it. I want to work together with the Minister and the Government to ensure that we achieve it, but that means that words alone will not do. Promises alone will not do. A low-balled, scattergun investment will not do. If the Government talk about transformation, they need to act like they mean it.

[Mr Deputy Speaker (Mr Nigel Evans)]

Dan Jarvis, the mover of the motion and Andrew Stephenson, the Minister responding, have given permission for three short contributions, and I have been informed, as per the rules.