Colne to Skipton Railway Link

Debate between Graham P Jones and Julie Cooper

Tuesday 29th October 2019 Westminster Hall

[Graham P. Jones (Hyndburn) (Lab)]

I beg to move,

That this House has considered the proposed reinstatement of the Colne to Skipton railway link.

It is a pleasure to serve under your chairmanship, Sir George. It is interesting that the Government have sent the heavy rail Minister to respond to the debate. I hope he will make the commitments to Colne-Skipton that we all want, about long-overdue investment. It is of course my role, as Member of Parliament for Hyndburn, to champion prosperity and encourage investment in the area for the people I represent. That is why I have been so vocal on the issue. If we reinstate transport in the area—particularly the rail link—it will provide an opportunity for east Lancashire and beyond. I thank all the MPs who have come to the debate, and the council leaders and campaigners who have brought the campaign to the place where it is today—where a serious proposition is being considered. That is testimony to their hard work. I particularly want to thank Skipton East Lancashire Rail Action Partnership for the campaign that it has run over many years, which is appreciated by all in east Lancashire and west Yorkshire.

What we are talking about is 12 miles of railway, which stands between east Lancashire and west Yorkshire—a third trans-Pennine artery that connects the two, which was taken away many years ago. It would not take a great deal of money to put that rail link back. At the heart of the issue, for many constituents, is the north-south divide. There is a grievance about the fact that little money is spent in the north, and particularly in the area I am concerned with.

[Julie Cooper (Burnley) (Lab)]

I congratulate my hon. Friend on securing the debate. Does he agree that the fact that we have to fight for 12 miles of railway track seems to make a mockery of the northern powerhouse?

[Graham P. Jones]

My hon. Friend is a tireless campaigner on rail and on the matter in question. She was at the forefront of campaigning to reinstate the Manchester link, from east Lancashire—albeit it is a second-rate one; at least we have got it now. She is quite right. The Institute for Public Policy Research has said that in London, for instance, £708 is spent on transport per head of population, but the average is £289 for the entire north of England. No wonder there is a north-south divide. People in the north see Crossrail 1, which is not yet completed, and Crossrail 2 already set up. That is after past projects such as Heathrow, Thameslink, and even Westminster tube station. All of that investment has cost the Exchequer billions of pounds, and there has been little for the north. It is right that people in the north feel that the Government should commit to the small stretch of 12 miles that we are discussing.

I hear arguments all the time about whether the reinstatement of the line would be economically viable. When will we use different indices for transport investment? The deprivation figures came out two weeks ago and the sub-region in question is the poorest in the country. If an economic case is to be made, there will never be an economic case for the poorest sub-region; at best it will be marginal, so there will never be investment and the indices will continue to plummet as they have. At some point the Government must step back and say that deprivation indices are a reason to invest. That would be the case in most other countries. It would be a question, not of using an economic model about the viability of the line, but of whether we are investing in people. That is the question: are we investing in people, instead of trying to count pounds, shillings and pence and reinvest in London and the south?

[Graham P. Jones]

My hon. Friend makes two points. First, St Helens is occupied Lancashire and needs to be liberated. He is right to say that St Helens looks north towards Lancashire, but there is also a serious point to be made about the importance of connecting east Lancashire to the port of Merseyside and the support that we get from Peel Ports, which involves passing through constituencies such as St Helens North. It is also about giving people in St Helens the opportunity to look in all directions—particularly north—and to have an east-west link available through Preston and the East Lancashire line and over the Pennines. My hon. Friend is right to raise that. The north-west itself benefits from any transport infrastructure investment, wherever it is, because it allows more mobility.

Before I discuss the line itself, I want to conclude what I was saying about the Government’s broken economic model, which is just about pounds, shillings and pence, and all the investments in the south. We apply that metric to railways but not to anything else. The Government are happy to hand out grants for town centres or housing, with no expectation of any return. However, as soon as it comes to the railways, there is an expectation of an economic model with some return. The Government abandon the policy that they apply in other cases for deprived areas. I do not understand the logic of that. Surely the logic should be that if transport will bring prosperity, industry, jobs and wages, that is what we should subsidise. We should subsidise rail investment and the railways if we want to lift people out of deprivation—not titivate town centres or whatever else the Government hand out grant money to. The current system for looking at investment is broken.

[Julie Cooper]

My hon. Friend raises an important point about investing in prosperity and people. The Todmorden curve link is an example of what he has said. It took years of campaigning to get that short link, but the evidence in Burnley and east Lancashire is that completing that section of railway has brought investment and much-needed jobs to the region.

[Graham P. Jones]

My hon. Friend is right. I do not have to hand the figures for Manchester Road station in Burnley, which is on that link. It is a circuitous route. It is not the old 30 minutes direct into Manchester; it is 60 minutes. None the less, passenger numbers at Accrington station have gone from, I think, 289,000 to 469,000— or thereabouts. I may be corrected afterwards, but it is not far off. That is a huge increase in numbers since the line was put in. The reinstatement of Colne-Skipton could only add to patronage and use of the lines, and investment in those areas.

The reinstatement would probably cost about £360 million. Let me talk about that number. The Government think that £360 million for a deprived area would probably not be money well spent. Not only would it be an investment in people, but if the railway is there for 100 years it comes to £360,000 a year. That would be the capital cost, instead of millions for titivating town centres. I might compare that with my local clinical commissioning group, which spends almost £1 billion in the east Lancashire area annually. We must get some perspective. There is serious ill health and deprivation in the area, but we are reluctant to invest in people and we try to cut margins on the railway. Economically that does not stand up. The Government’s policy of investing in other things and giving away grant money seems to me to be a case of looking in the wrong direction. We should be investing where it matters.

[Graham P. Jones]

The hon. Gentleman is quite right; all these little bits of links, as I mentioned in my response to my hon. Friend the Member for St Helens North (Conor McGinn), add value to other sub-regions; they are not just an advantage or an addition for that particular sub-region. These things really matter, and with this particular line we are talking about potentially connecting the port of Hull with the port of Liverpool for manufacturing and the shipment of goods, as well as passenger services. That has a broad connectivity that goes beyond east Lancashire, which is why there is support all the way from Merseyside to Hull for the reinstatement of this line.

Yet we are sitting here with 12 miles missing in the middle, between Skipton and Colne. I want to see that line upgraded to a twin-track railway for freight—I think it is gauge 12, although I will stand corrected if it is not—and built to modern standards. We need to put back that line, which was cut in 1970, because it will connect two big industrial heartlands and provide opportunity for both passengers and freight. The decision to cut the line back in 1970 was a terrible one, which has mirrored the deprivation indices for east Lancashire, but since then we have seen an increase in passenger numbers on Britain’s railways. In fact, they have doubled.

That is certainly what would happen here. Think of the Borders Railway: what a success it has been. The Government said it would not be a success and ScotRail said it would, and who was right? It was not the people in Westminster or the people in the Department for Transport; they were wrong. The people who were right were the people north of the border. That line has been a huge success, and there should be a lesson there to us all about listening to mandarins in Whitehall instead of investing in and listening to local people.

Most of the route between Skipton and Colne is flat and level, and can be walked in a few hours. Some bridges need to be rebuilt, and in a couple of places—particularly at Earby—major road works are needed. However, in the words of the DFT’s 2018 report presented to the Transport Minister last December, there are “no showstoppers” preventing us from putting those12 miles back.

As I said previously, the Skipton to Colne link has widespread support throughout the local community. It is important to say that it is also backed regionally and by businesses, and regularly features in the media. I think it is on the list of 13 schemes that the Government are considering for rail line reinstatement. The campaign has more than 500 individual paid-up members and 50 businesses are signed up, as well as other organisations. Key businesses include Peel Ports, Drax—which is having problems getting to the power plant there—and Skipton Building Society, among many.

The project also has the support of all the MPs in the area. I note that the hon. Member for Pendle (Andrew Stephenson) is here; he is a campaigner for the rail link and I pay credit to his campaigning, as I do to that of others—I do not think there is anybody, either candidate or MP, who is against the reinstatement. We have even had co-operation from Yorkshire, and that is remarkable. We just need some signs saying, “Welcome to Lancashire” when we reinstate the line.

[Julie Cooper]

On the point about the widespread support for this project, does my hon. Friend agree that it is hugely disappointing that the former Secretary of State for Transport, the right hon. Member for Epsom and Ewell (Chris Grayling), visited and made some very positive comments, which raised hopes in the area, only to have them dashed recently?

[Graham P. Jones]

My hon. Friend makes a good point. We have had highs and lows on this issue that we should not have had. There has been a bit of dither and it has gone on for too long; today’s debate is about asking the Minister to make a firm commitment as we are going into a general election.

Returning to look at the service more widely, if passenger services were to go on the new Skipton to Colne railway line, they would be building on an existing success story. The Airedale line, which runs from Leeds and Bradford via Shipley and Keighley to Skipton, was modernised in the 1990s. Since then it has seen strong growth, and the Airedale line train services are now very popular. Last year alone, over 1.2 million passengers used Skipton station. The Airedale line is often described by experts as the flagship railway line of the north, and we need just 12 miles to connect to that.

It seems very straightforward that this line should go in and connect to such a successful railway line, just 12 miles away. What it would bring to the towns of Pendle, Burnley, my own Accrington and the Hyndburn constituency, with a population in excess of a quarter of a million, would be a remarkable transformation. We would be on a new network with new opportunities. That is not an insignificant population; it is a significant population in the immediate catchment area alone. I do not include Blackburn, Ribble Valley or Preston, which are also on the line—in fact, the line goes right through to Blackpool—and would also benefit, as would areas further afield, as my hon. Friend the Member for St Helens North has said of St Helens.

The project will help not only east Lancashire, but the north-west and the north, so we must look at the wider advantages. There is a sticking-point at Earby, I admit, but as the DFT report says, I do not think this is a deal-breaker. A solution must be found that will minimise the impact on local residents, and I am mindful of that, but it is not something that cannot be overcome by engineers.

I will return briefly to mention that freight and manufacturing are a crucial issue. This is a manufacturing area; I often hear the hon. Member for Pendle say that east Lancashire is a manufacturing hub, but if it is a manufacturing hub, why do we not have a freight rail link in? Why are we not investing in this line and managing to ship goods around the world via the two ports east and west of east Lancashire? I am asking the question. Having the heavy rail Minister here, as I pointed out earlier, is important, because we must not do what is being suggested and put in light rail passenger transport. We must invest for the future, for business, for manufacturing and for prosperity—not just to transport passengers around.

I will touch on an important point at this stage. Network Rail has said to me in reply that it does not have a freight rail terminal anywhere near east Lancashire. There is an ideal site at Huncoat power station in my Hyndburn constituency, a brownfield site that is being redeveloped. I ask the Minister to comment on this: while I know these are matters for the private sector, if those 12 miles go in for heavy goods and the Government actively invest in this rail line, it is obvious that they should actively pursue a rail freight terminal for east Lancashire.

We have the road network, which at certain times is not full to capacity—a long way short of capacity, particularly in the evenings. It would serve the manufacturing base of east Lancashire if this line were put back in to the ports and beyond and we had that rail freight terminal. That is a crucial issue. If we are going to put the investment in, let us put in the other corresponding investments too.

If the project was given the go-ahead in early 2020, we could expect a new passenger service to be running as early as 2025-26. This is not a massive scheme for the DFT. It is something that we, as a nation and as a region, should be pursuing, and we should be pursuing it actively, not hesitating or holding back. This conversation has gone on for too long.

As I come to the end of my comments, I note that the proposal is backed by Transport for the North, which has provided evidence that the scheme should go ahead. It has published its report on the strategic transport plan for the next 30 years, the TfN STP, which has conclusively shown that there will be a massive and transformational boost to the deprived economy of east Lancashire, should this reinstatement go ahead. That will be achieved by bringing all of east Lancashire within one hour of central Leeds and Bradford, and improving connectivity with elsewhere. The scheme has TfN’s full support, which is worth saying, and it is part of the section of TfN’s investment programme titled: “Specific Interventions before 2027—Proposed Early Phases of Northern Powerhouse Rail and Additional TfN Priorities”. TfN is an active stakeholder, along with the Department for Transport and Network Rail, trying to help and input into the development of the scheme.

I say this with a general election possibly around the corner: we in the Labour party have committed to reinstating this link for heavy rail without hesitation. Furthermore, we have committed to electrifying this line, which is needed because the Airedale lane is electrified. I am also pretty certain that the Labour party will support private sector investment in a freight rail terminal in my constituency.

We need to move quickly, for Britain, the north and this region, but we also need to look beyond: when the east Lancs line is done, we need to start looking at the Accrington to Stubbins connection. We need to put back what was taken away and make these once-proud towns proud again. Let us put in the investment that they deserve. When the cotton industry was thriving, 25% of our economy’s foreign currency exports were derived from it and off the backs of those workers. They deserve better today, and that investment should be put in. We in the Labour party are committed to doing so as a matter of course.

Finally, I am interested to hear the Minister’s thoughts on those deprived communities and how he can stop their fall down the deprivation ladder. My hon. Friend the Member for Burnley (Julie Cooper) is here. Burnley is the eighth most deprived town in the country, Blackburn is ninth and my constituency of Hyndburn is 16th. The hon. Member for Pendle is here, and he can perhaps say where Pendle is on the ladder; I think it is about 20th or 22nd. Those four constituencies, which would benefit from the proposed line, are among the poorest.

This is about investing in people. When we use metrics in considering whether to put those 12 miles of track back in, we should look at life expectancy, which is 10 years lower there than everywhere else, and we should look at the £1 billion cost to the CCG of not investing in people and leaving deprived communities to fail. Given that the railway will last for 100 years, we should not look at the small amount of £360 million and say that there is no economic return, and effectively—as happened on Merseyside—throw these people under a bus. I am interested to hear the Minister’s reply.

--- Later in debate ---

[Julie Cooper]

The Todmorden curve railway link would never have been made had it not been for the Labour-led Burnley Council.

[Graham P. Jones]

And Hyndburn Council.

[Julie Cooper]

And Hyndburn Council. I beg your pardon.