Tolls on the Mersey Crossings

Lord Hanson of Flint Excerpts

Tuesday 5th December 2017 Westminster Hall

[David Hanson (Delyn) (Lab)]

I have raised the issue on behalf of my constituents in north Wales who feel that they do not have clarity on the signage and did not know that the tolls were there. I have had a letter back from Merseyflow, which says:

“I fully appreciate the points in reference to the new scheme which may have led people, particularly from outside of the area to be confused on the ways to pay.”

I have constituents who have paid the toll, who have been fined for not paying the toll and who were not clear, when the toll was introduced, that the toll was even there.

[Christian Matheson]

My right hon. Friend makes a very good point and leads me into the next part of my speech. I will quote Rachel from north Wales, who has seemingly had a similar experience to his constituents. She said:

“Two weeks ago I drove over to Walton for a long awaited hospital appointment. Not only is it a 120 mile round trip, it’s an area I don’t know at all so subsequently I was reliant 100% on my Google Maps. While crossing this new bridge I did see a brief sign that mentioned Mersey Flow, but as I was concentrating on the road in an unknown area I was paying more due care and attention to the road and not the sign about a method of payment, I just assumed that being a ‘Toll bridge’ there would be a booth at the other side. 3 days after this event I was told via friends that you had to pay online or I would receive a fine. I paid the £4 for both journeys. Today I received a fine like many other people, including one of my sisters after driving there at 1 am to collect my father from Liverpool airport”.

It is precisely the same experience as that of my right hon. Friend’s constituents. The issue does not just affect Halton and the surrounding boroughs, but is spreading its effects right across the sub-region and beyond into other areas.

--- Later in debate ---

[The Parliamentary Under-Secretary of State for Transport (Jesse Norman)]

It is an honour to serve under your chairmanship, Mr Paisley. I am grateful to the hon. Member for City of Chester (Christian Matheson) for calling this debate. It is testimony to his chirpiness and to the energy of Labour Back Benchers that they have been able to muster such a crowd after a night like last night. I congratulate them on that, too.

Many issues have been raised that will not merely resonate in the Palace of Westminster but be noted by Halton Borough Council and other local councils, and by Merseyflow. I hope that they also have an important wider impact in terms of informing hon. Members’ constituents of the present situation. I have a lot of material to get through, so I am going to be quite quick.

Let me start by pointing out that, contrary to some rumours and suggestions, the Government are very focused on investment in the north, including in the north-west and in and around Liverpool. As the House knows, we have committed to invest £13 billion during this Parliament to improve regional connectivity so that northern towns and cities can pool their strengths and create a single and more interconnected economy. The Liverpool sub-region is a very important part of that policy. As the hon. Gentleman knows, it is a centre of innovation, industry and culture that serves a local population of 2 million and a global population of billions. There are important economic sites in the area, including the Daresbury enterprise zone, Liverpool John Lennon airport and the Omega site in Warrington, but this Government, like colleagues across the House, recognise that the area requires greater investment to support economic growth.

To that end, we have provided nearly £300 million of local growth funding for a number of transport improvements in the region to boost the local economy. Those include the Halton curve, the Warrington waterfront transport infrastructure scheme, improvements at junction 8 of the M62, access improvements to the Knowsley industrial park and the Knowsley expressway, and the M56 junction 11A scheme, which we expect to provide a new junction with the Mersey Gateway bridge and to support the Daresbury enterprise zone. We are doing a lot, and we plan to do more. Subject to future decisions, we could also see improvements such as a high-level crossing of the Manchester ship canal in Warrington and improved access to the port of Liverpool, which is already included in my Department’s road investment strategy.

There has been great growth in this area, and there will be more, with the support of public investment in infrastructure, as has been recognised across the House and in this debate. But it is also clear that, in the middle of all this, the Silver Jubilee bridge in Halton became a victim of the success of the local economy. It is a vital link between the two halves of Halton and one of the few strategic crossings of the Mersey, and it is therefore vital to the wider sub-regional economy, as has been widely pointed out today. It has been upgraded over the years so that it can cater for significantly higher levels of traffic than it was originally designed to accommodate. Nevertheless, as has been recognised, it faced serious congestion, which was holding back local growth. There were delays of up to 10 minutes at peak hours and gridlock on the local network, and there were significant increases in incidents and pollution, as has been recognised. At some point, whether we like it or not, and whatever might have happened to any other river crossing, that bridge would have had to be closed and upgraded. It is important to understand that.

Of course, the new Gateway bridge was itself the product of significant local care, thought and attention. There was a long gestation period, which began before studies in 1994 and included extensive public consultation. It was always clear that both bridges would be tolled, not just the new one. As has been mentioned, there was a public inquiry during May and June 2009, which was chaired by an independent planning inspector. It considered seven planning applications and legal orders, and those orders were confirmed in 2010.

That is a very important backdrop, because it makes clear the context in which we are presently operating. The new bridge, as a striking addition to the local landscape, is already helping to cut congestion, improve journeys and boost the region’s economy. We have heard that there are already 80,000 journeys a day on it, which testifies to its strength. As Members have recognised, it is an astonishing achievement. It is more than 2 km of bridge and road, with 239 enormous beams weighing up to 106 tonnes. It will create nearly 5,000 permanent jobs and will add an estimated £61.9 million in gross value added from new jobs every year by 2030. As the hon. Members for Halton (Derek Twigg) and for Weaver Vale (Mike Amesbury) said, it is a fantastic achievement to have delivered that scheme on time and on budget.

[David Hanson]

Will the Minister give way?

[Jesse Norman]

I have no time. The right hon. Gentleman can ask his question if he wants to, but I really want to respond to the points that have been made.

The Government have provided £288 million so far to fund this piece of infrastructure, on top of the £86 million already provided to Halton to develop the scheme and to pay for land and for decontamination. It has been the policy of successive UK Governments—this Government and previous ones—that major estuarial crossings should be tolled. That has been the case with similar English crossings and with the Mersey tunnels, and it was decided that the Gateway bridge would not depart from that policy.

The tolling proposals have been integral to the scheme and to the financing package for the new bridge. As was recognised, it is a practical impossibility to have a situation in which the new bridge is tolled while the adjacent Silver Jubilee bridge is not. That would mean that most users would opt to use the existing bridge, which would defeat the objective of bringing that bridge back to more local use and upset the agreed financial package. There is nothing new here. These issues were all considered and debated at the public inquiry into the legal orders that Halton Borough Council sought to construct the new crossing.

It is important to recognise that, at the final approval stage in 2014, the then Chancellor announced that the Government would fund the difference, to allow eligible residents unlimited use of the bridges for registered private cars only. As a result, there is a discount scheme for local residents. The residents of Halton are in the unusual position that the existing bridge connects the two parts of the borough either side of the River Mersey. We continue to feel that it is right that those who live in that situation receive free crossings, as is the case with the Dartford crossing in Kent. Many hon. Members said that there is therefore a case to be made for the extension of free tolling to residents of councils beyond Halton. As I have said, we have looked at that, but it is a practical impossibility, for two reasons. First, the cost to the Government and to local authorities would be substantial. Extending the benefit to residents of just the five neighbouring authorities would cost more than £600 million. We would expect the cost to be split according to the ratio that has been used so far. That would leave nearly £370 million to be found by the five councils.