Warrington (Atlantic Gateway)

David Mowat Excerpts

Tuesday 27th November 2012 Commons Chamber

[David Mowat (Warrington South) (Con)]

Before I got to my feet, I was informed by my hon. Friend the Member for Bury North (Mr Nuttall), who is very strong on these topics, that I have until 7.30 pm for this debate. May I reassure you, Mr Deputy Speaker, and the Minister that I should be able to complete it in advance of that?

I am pleased to have the opportunity to discuss the strategic road network around Warrington, but before I do so may I give some context to Warrington’s position over the past 100 years? According to the Centre for Cities, Warrington has been the fastest growing UK city, bar none. We have the sixth-highest earnings in the UK, and a large part of the town’s prosperity is driven by our transport infrastructure. The town sits between the M6, the M62 and the M56. More relevant to this debate is the fact that the town is bisected by two significant waterways: the River Mersey and the Manchester ship canal, which moves between Manchester and Liverpool.

I wish to talk a little about the ship canal, because it has some particular impacts on Warrington. There are four crossings in my constituency, three of which are A roads. Every crossing is a swing bridge, which means that each time a boat goes down the ship canal the bridge has to swing and the traffic is stopped for a period of up to 20 minutes. There have been a number of phases to the interaction between the ship canal and the road network. When the canal was first built, many boats used it and there were few cars around. At that time, the Manchester Ship Canal Act 1885 was passed, giving the owners of the canal the right, in perpetuity, to swing the bridge whenever they needed to do so. That was a sensible move as there were few cars around at the time. In the intervening period to the present day there has been a great growth in the number of cars but a much reduced number of boats. Although the bridge still swings, causing quite a bit of disruption, it does so only once or twice a day. That is broadly manageable, even though there can be a 20-minute delay each time. In future, however, we will have more cars and more boats and the consequences are potentially quite severe for the residents of the south part of Warrington. I want to discuss the causes and ask the Minister to give some undertakings on how we can mitigate the problems.

Over the next decade, two strategic projects will affect the area. One is the Atlantic gateway project and the other is the Mersey gateway bridge. Both are very important for the north-west and I support them, as what brings prosperity to the north-west brings prosperity to Warrington, but I am very concerned that the combined effect of the projects will lead to the unintended consequence of a significant increase of traffic—as I said, to more boats and cars.

First, let me talk about the Mersey gateway bridge. This is a significant civil engineering project and will replace the Runcorn bridge, which was built in 1961 and badly needs to be replaced. As I said, the project is important for the north-west but the new bridge will be a toll bridge and although the toll has not been set, the consequence will be that the traffic will be diverted through my constituency and Warrington as people take a detour. A public inquiry into the bridge three years ago found that the level of traffic diverted through Warrington would be sensitive to the amount of the toll. The range of extra traffic movements per day cited in the public inquiry was between 14,000 and 6,000 if the toll was lower. I shall return to the subject of tolls and what I would like the Minister to help us with.

Let me note in passing that another very significant civil engineering project is going on in the UK at the moment: the Forth road bridge in Edinburgh. One issue that I have a great deal of difficulty explaining to my constituents is why the Forth road bridge has no toll and is funded entirely from taxpayers’ money whereas the Mersey gateway bridge in the north-west of England will have a toll, causing some of the problems I am talking about in Warrington. Perhaps the Minister can address that in his response.

The consequence of the Mersey gateway project will be more cars, but the consequence of the second strategic project over the next decade will be more boats on the canal: it is the Atlantic gateway project, a huge and very welcome private sector investment in the corridor between Manchester and Liverpool. Something in the order of £14 billion will be spent and estimates suggest that in excess of 100,000 jobs will be created over the next two or three decades. In broad terms, the container traffic that goes into Felixstowe and Southampton will, we hope, go to Liverpool and a great deal of it will come down the ship canal, partly to Port Warrington, and much of it to Salford and out on to the rail network. I am describing one part of the overall programme and it is hard not to welcome a shift in freight from road to rail and barge.

The problem for Warrington, however, is that the project will increase by an undetermined amount the traffic on the canal. As I said, the swing bridges currently move once or twice a day but they could move up to five times a day, or possibly more. Each movement causes 20 to 30 minutes of delay to traffic, with a significant impact on the south part of the town. I said that our prosperity was to a large extent built on traffic flows. The village of Stockton Heath is very affluent and has a large number of independent shops, but when the traffic stacks up they have to close their doors because of the fumes and everything that goes with that traffic. I worked in Bangkok for part of my life, and one never knew how long a road journey would be—it could be 5 minutes or 55 minutes—and the south of Warrington now has some of those traffic characteristics.

Prosperity and economic viability are not the only considerations. There are problems for the emergency services—fire engines and ambulances get stuck. Ambulances face a particular problem as the hospital in Warrington is north of the ship canal. There are large population centres south of the canal, and if ambulances cannot get through, public safety issues arise. The two large and important projects have unintended consequences, and I am very keen that they are mitigated.

So far Warrington borough council has developed memorandums of understanding with Peel Holdings on the canal movements, with some sensible measures in that regard, and with Halton borough council in respect of the bridge. However, we are tinkering at the boundaries and trying to mitigate what is unmitigable. I have a number of suggestions, to which I hope the Minister will respond. The problem will be with us over the next decade, it will need managing at various points, and I am keen to get it on to his radar screen this afternoon.

First, with reference to the bridge, I mentioned that my constituents do not understand why it is to be tolled, when the only other bridge in the UK to be part of a significant project—the Forth road bridge—will be free. Can the Minister give assurances on the level of toll that will be implemented by Halton borough council? There should be no ambiguity about the fact that the toll is intended only to pay for the bridge as quickly as possible, given the shortfall of funding provided, and that no moneys will flow to Halton or Warrington borough council for other schemes. As I said, the amount of traffic that will be diverted through Warrington is very sensitive to that toll, and £1 is much better than £2. I hope the Minister can give us that assurance.

Secondly, with reference to boat movements on the canal, we are looking to upgrade the bridge mechanisms and to have better sharing of information about those movements. Will the Minister give his backing to the request that has been made to Peel Holdings to group movements of boats and to move them at night, when there is obviously less traffic? That is a reasonable compromise. There is little justification for boats coming through in an ad hoc way during the day. Thus far there has been no agreement on that. One of the reasons is that, as I mentioned earlier, there is a statutory right in the Manchester Ship Canal Act 1885 for the owner of the ship canal to swing those bridges whenever they wish. If we are not able to get the matter resolved in a way that works for the people of Warrington as well as the wider community in the north-west, will the Minister consider amending the Act, for example to give Warrington borough council, through the planning system or some other mechanism, some input into ship movements and some statutory control of the devastation that could potentially be caused in the south part of the town?

The third aspect that I would like the Minister to consider is the medium-term solution of a road upgrade bypassing the very constricted part of Warrington called the Bridge Foot area and joining the M56 to the western parts of Warrington without going through the Bridge Foot area. To do that, work would first be required to a piece of rail infrastructure called the Arpley Chord. There has been a dialogue between the Department for Transport and Warrington borough council on this. It was proposed as a potential project for the Chancellor’s statement last year but it failed to make the cut. I would like to put it on the record that we are lobbying hard for that. Any input or guidance the Minister can offer on that would be most welcome.

Finally, both schemes that are causing problems in my constituency, the Atlantic gateway and the Mersey gateway bridge, are good schemes that are necessary and should go forward. What I am asking is that collectively we do what we can to ensure that we do not undermine the prosperity and safety of the residents of Warrington as we pursue the schemes.