Oral Answers to Questions
Debate between James Davies and David Jones(1 year, 8 months ago)
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Dr James Davies
I thank the right hon. Gentleman for that question. North Wales certainly has a deficit of housing, as do many other areas, and, as he says, that certainly needs to be addressed through building more homes. I would point out that in 2021-22 there were three new homes built in England per 1,000 and just 1.7 per 1,000 in Wales, so there is much work to do.
Mr David Jones (Clwyd West) (Con)
According to Rent Smart Wales, the number of registered landlords in Wales fell by 328 during the two years to January this year and there were 301 fewer rental properties available. Does my hon. Friend agree that a significant cause of the current worrying state of the private rental market in Wales is the new legislation introduced by the Welsh Government, which imposes expensive and byzantine licensing obligations on landlords? Does he also agree with the Labour cabinet member for housing on Torfaen Borough Council, Councillor David Daniels, who recently told the council’s scrutiny committee that the new law was the straw that broke the camel’s back, because for landlords it has just been one thing too many?
Dr James Davies
I thank my right hon. Friend and constituency neighbour. He is perfectly right to raise this issue. He is referring to the Renting Homes (Wales) Act 2016. It may be well intentioned, but the fact is that there is a shortage of housing and if we want to keep landlords in the market we need to incentivise them, so the mandatory regulations and costs imposed are really in place at the wrong time.
Oral Answers to Questions
Debate between James Davies and David Jones(2 years, 2 months ago)
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Dr James Davies (Vale of Clwyd) (Con)
Mr David Jones (Clwyd West) (Con)
Throwline Stations
Debate between James Davies and David Jones(2 years, 10 months ago)
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Mr David Jones (Clwyd West) (Con)
May I say how pleased I am to see you in the Chair, Ms Ghani? I congratulate my hon. Friend the Member for Don Valley (Nick Fletcher) on his opening speech, and thank the Petitions Committee for securing the debate.
The petition was initiated by a constituent of mine, Mrs Leeanne Bartley of Ruthin, who is present in the Chamber, and it was prompted by the tragic death of her son, Mark Allen. As we have heard, on 5 June 2018, Mark, who was then aged 18 and living with his father in Gorton, Manchester, was with a group of friends in Debdale Park, one of the largest public open spaces in that city. It was a hot day, and Mark decided to cool off by swimming in the nearby Debdale reservoir—a large body of water managed by United Utilities. It would appear that he scaled a fence to climb up to a platform and dive into the reservoir. The water was bitterly cold, and, sadly, he immediately got into difficulties. His friends attempted to rescue him but were sadly unable to do so, and he disappeared under the water. Mark was a young man and talented drama student with his life ahead of him. He is severely missed by his family and friends.
United Utilities told the inquest into Mark’s death that there were a number of signs around the edge of the reservoir warning of the danger of the water, and pointing out that it was extremely cold and very deep in places. Since the incident, however, the company has installed a number of throwlines around the reservoir. I am afraid that it is frequently the case that throwlines appear after such an incident has occurred. Mrs Bartley’s view is that the authorities responsible for the management of large bodies of water should be proactive in the installation of throwlines, rather than reactive, as they are at the moment, sadly.
About 260 deaths from accidental drowning occur in the United Kingdom each year, and that is without taking into account the number of British citizens who die in drowning accidents overseas. Mrs Bartley believes very firmly that that number could be significantly reduced if there were a requirement to provide throwlines at every large body of water in the country. Clearly, everybody would agree that it is highly desirable that the number of deaths by drowning should be reduced. The provision of throwlines would be a move in the right direction.
Most reservoirs are owned by the major water companies. The Environment Agency is responsible for the management of rivers, and the Canal and River Trust is responsible for managing the canals around the country. Those entities have a responsibility for the safety of the bodies of water that they manage.
The Royal Life Saving Society UK is one of the leading charities in this field. It helps people to enjoy being on, in and around water safely. I commend its website, which is a tremendously valuable resource, which provides a huge amount of information about water safety and a catalogue of the risks associated with open water. As we have heard, those risks include: the shock of cold water, which can make swimming difficult even for the strongest swimmer, and can increase the difficulty of getting out of the water; the lack of safety equipment and the increased difficulty for rescue; the depth of the water, which changes frequently and is unpredictable; and strong currents that can sweep swimmers away.
Evidence given at the inquest indicated that the water in the reservoir was extremely cold. In fact, one of the witnesses said it was freezing. No doubt, the low temperature was at least a contributing factor leading to the difficulties that Mark got into. The coroner at the inquest remarked that Mark’s death was caused, as he put it, by “the impetuosity of youth”. He said:
“We think we are bulletproof. We do what comes naturally to us and never think about the risks.”
It is possible that, had throwlines been provided at the reservoir, more could have been done by Mark’s friends to avoid this dreadful tragedy. It is also probably true that if throwlines were more widely available on bodies of water across the country, there would be far fewer fatalities of this sort. In their response to the petition, the Government have pointed out that landowners have a
“responsibility to assess and act on the risks posed by open bodies of water on their land.”
That is certainly true. I ask the Minister, when she replies to the debate, to explain what actions landowners should take in response to those risks, and whether she agrees that throwlines, which cost about £250, should be more widely available. Perhaps she could indicate if the Government are prepared to legislate, as urged by Mrs Bartley.
Dr James Davies (Vale of Clwyd) (Con)
My right hon. Friend and constituency neighbour is making some excellent points. I have had 566 constituents sign the petition—a significant number. Does he agree that any guidance or legislation that comes forward following the debate needs to apply to Wales as well as to the rest of the United Kingdom?
Mr Jones
I believe so. There has, in fact, been a debate on the issue already in the Welsh Senedd in Cardiff. When one considers that the Health and Safety at Work etc. Act 1974 is a national piece of legislation, I would very much hope that the Minister will indicate what national legislation she has in mind, or at least what the Government are prepared to do to provide stronger guidance to those who manage large bodies of water.
Finally, I commend the work of the Royal Life Saving Society UK. I have spoken to Mr Lee Heard of that organisation, who told me that the RLSS is always happy to assist landowners by advising what sensible precautions they can take to minimise the risks associated with bodies of open water on their land. It is a hugely valuable resource and I encourage all landowners to make use of it.
Road and Rail Infrastructure (North Wales)
Debate between James Davies and David Jones(9 years, 2 months ago)
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Dr Davies
It certainly seems so, based on what we all know in north Wales.
Some 85% of cross-border commutes are currently by road, probably because rail is under-utilised, but despite that there has been a 46% increase in rail passenger numbers over the past decade, and evidence suggested that there could be a 21% transfer to rail if services were improved further. The roads in north Wales, which are already congested, are predicted to be subject to increased traffic. It is clear that the current transport infrastructure, whether road or rail, is inhibiting further growth in the area.
There is a strong perception in north Wales that the region’s needs are not fully recognised by a Cardiff-based governmental culture. Major infrastructure has been earmarked for south Wales in recent times—I need only mention the £1 billion “black route” for the M4 in south Wales and news that at least £12 million has potentially been wasted in buying up land that might not be used—but sadly we are yet to see the same commitment for north Wales.
Let me focus on rail. Improvements in speed, frequency and reliability are needed. Electrification brings the prospect of faster, greener and quieter trains, with more capacity and greater reliability. Purchase costs, track wear and tear and running costs are lower than for diesel. Unbelievably, only 10 miles of track were electrified in the whole of the UK during the previous Labour Government, and under 50% of lines are currently electrified, so we compare quite poorly with other developed nations. The aim must be that from my constituency one could, for example, reach London in two hours and key employment sites in the north-west in 45 minutes. Electrification of the north Wales line would allow the whole west coast franchise to operate on electrified lines for increased efficiency and flexibility.
Mr David Jones (Clwyd West) (Con)
I too commend my hon. Friend for securing this important debate. Does he agree that a very effective piece of electrification would be the line between Bidston and Shotton, which would link two industrial zones, one on Wirral Waters and the other on Deeside?
Dr Davies
I do. I will mention that briefly, although it does not impact on my constituency as directly as on others.
There are opportunities for freight and for construction jobs. We need fast, direct connections to other key market destinations such as the Manchester and Liverpool enterprise zones and our airports and ports. Improvements would reduce pressure on an increasingly congested and polluted A55.
Greengauge 21, a not-for-profit company that exists to promote the benefits of a high-speed rail network, has already estimated that a relatively modest investment in electrification and track upgrade from Crewe and Warrington through to Holyhead in the next five-year funding settlement—control period 6, running from 2019 to 2024—would result in upwards of £500 million of benefits over the standard appraisal period of 60 years. I believe that an increasingly favourable benefit-cost ratio could be achieved as more benefits are quantified or if additional financial contributions can be secured. Savings could be delivered through upgrading the line alongside planned signalling improvements or electrification of other routes in the north-west.
The benefits of a railway line upgrade would be gained not only by north Wales and west Cheshire but further afield in the UK. In fact, £100 million of these benefits would be obtained by regional businesses being better able to work and trade with one another. Such benefits are key in an area with poor gross value added statistics. In terms of the northern powerhouse, the upgrade of the north Wales rail line could bring an additional £14 million benefit to Manchester, as well as enhancing the value of HS2. Of course, we hope that the Crewe hub will be in place there by 2027. Looking further into the future, an upgraded north Wales line could link with HS3, providing a fast link between the ports of Holyhead and Hull. In fact, should services to the European continent be operated on the new high-speed lines, we may even one day see services from Prestatyn to Paris or Rhyl to Rome.
When making the case for investment in the north Wales main line, we need to consider that the economic benefits might exceed what has already been outlined. That could partly be explained by current figures showing that passenger demand is being suppressed. There will be construction jobs that have not been taken into account. I am not convinced that the increased attractiveness of the region for investment that would be brought about has been fully quantified. We must also take into account reduced welfare bills and increased tax revenues through tackling the situation of those out of work and assisting areas of deep-seated deprivation. It is important to note that Greengauge 21 demonstrates that there would be a £1 billion disbenefit to the UK economy as a whole were electrification to take place only between Crewe and Chester. The reasoning is the cost to the economy that would arise from the need for a change of rolling stock at Chester for trains running to and from north Wales unless expensive dual electric-diesel trains are purchased.
Decisions for control period 6 are likely to be made over the next year. I am grateful to my hon. Friend the Minister and to the Under-Secretary of State for Transport, my hon. Friend the Member for Devizes (Claire Perry), for their meetings with me. I know that they are keen for cross-party support to make the case for the kind of investment that I have outlined. I also know that all will have been pleased by the interest shown by the Chancellor and the Secretary of State for Wales in the potential for upgrading the north Wales railway.
Last month, the North Wales Business Council held a rail modernisation business round table event and confirmed that direct access for businesses and the tourism sector to and from Manchester airport is the second priority behind electrification. This could happen at short notice through the use of existing lines. It would be a significant boost for north Wales and Chester, but it needs allocation of platform capacity at Manchester Piccadilly and Manchester airport.
There are also calls for direct services from north Wales to Liverpool and its airports as a result of the reopening of the Halton curve, to which the Chancellor pledged his support last year thanks to the lobbying efforts of my hon. Friend the Member for Weaver Vale (Graham Evans). It is due for delivery in 2018.
Further ambitions for rail include a new station at Deeside industrial park; better services to Manchester and Birmingham, which will be helped by electrification; more rolling stock for the west coast main line, to allow Euston services to continue on to north Wales at certain times of the day and not to terminate at Chester; further dualling for the Chester to Wrexham line; more frequent and faster services on the Wrexham to Bidston line; extension of the platforms at Flint; rolling stock that is clean and comfortable, with adequate seats and luggage space, good catering, wi-fi and power sockets; good car parking and park-and-ride facilities at stations; and easy access to stations by other modes of transport.
In 2010, the then Secretary of State for Transport said:
“good transport connectivity is essential for cities and regions to build and maintain their economic competitiveness, and regions served by rapid rail services prosper at the expense of those with inferior connections.”
As for roads, I have already said that the A55 is congested and that congestion is expected to grow by 33% by 2040. There is an increasing number of accidents, with 1,500 vehicles having been involved in crashes over the past year, which represents an increase of 44% since 2012-13. Over recent decades, communities located near the A55 have experienced benefits, but some areas are cut off, such as the populated coastal strip of my constituency, which has relatively poor links. This is an issue for business and commuters, but it also means that tourists bypass the area to reach towns and communities further west.
The Welsh Government’s draft national transport plan for 2015 identifies the need to improve connectivity and congestion; tackle substandard networks and pinch points; and introduce overtaking opportunities to improve road safety. It identifies constrictions along some sections of the A55 and A483 dual carriageways, which result in lower average speeds. Key sections experiencing lower speeds include the A55 Britannia bridge, roundabouts at junctions 15 and 16 of the A55, the 50 mph section of the A55 at Colwyn Bay, and the A494 at Deeside.
I referred earlier to 1 million cross-border commutes per month. Poor rail services result, in part, in congestion at the A494, which links the M56 to the A55, at Ewloe. The A494 is cut in half by the border. On the English side, major improvements have been made to the M56 and A494, taking motorway conditions through to the border with north Wales. That has improved travel times to north Wales, but only up to the border. Ironically, it has also improved employment links for workers from the north-west wishing to access jobs in Deeside in Wales, yet similar opportunities for Welsh workers do not yet exist, because of the lack of improvements to the A55 and the Welsh section of the A494.
The Assembly is currently considering two options, with a decision expected in a year’s time, but construction is four to five years away. It is important that we proceed with one of the options to upgrade the links to the A55 from the M56, but we really need improvements above and beyond that. We seriously need to consider hard-shouldering or a staged upgrade to the motorway, starting at the most congested eastern section; crawler lanes; redesigning and improving slip roads; and the possibility of a smart or managed motorway through the use of active traffic management. The Highways Agency has had some success with the reduction and variability of journey times, as well as with a reduction in accidents, fuel consumption and pollution.
I make a plea on behalf of north Denbighshire and Flintshire for an upgrade of the A548 from the border to Denbighshire. The A548 currently has a plethora of speed limits and bottlenecks. It could provide a fast link to the Deeside enterprise zone, Chester, the M56 and beyond for populated areas, including deprived areas in my constituency and Delyn, and it would also relieve pressure on the A55.
I pay tribute to the North Wales Economic Ambition Board, which brings together the six north Wales unitary authorities to help transform our economy, partly by championing infrastructure improvements. Councillor Dilwyn Roberts is its chairman and leader of Conwy County Borough Council, and he is keen to ensure cross-party support. The board’s lead for the work stream on connectivity and infrastructure, Rebecca Maxwell, is particularly engaged in making the case for rail modernisation, and she recently warned that road and rail links have to improve to stop the transport system “grinding to a halt” as the regional economy tries to grow. It is holding a north Wales rail summit for business and community leaders in Llandudno next month, supported by the Mersey Dee Alliance and the Cheshire and Warrington local enterprise partnership, to push for better rail services across the wider region.
In conclusion, north Wales needs and deserves investment in transport infrastructure to realise its potential for economic growth. As the Chancellor has said, north Wales should very much be considered part of the northern powerhouse. An integrated approach to planning capacity and improvements for both road and rail is needed across the border with aligned plans, not plans developed in isolation from one other. In view of the devolution of trunk roads in particular, this is a challenge for both Westminster and the Welsh Assembly Government. That challenge has proven difficult to overcome in recent years, but it is in the interests of the region as a whole that we all unite on a cross-party basis to deliver the improvements the region desperately needs.