Connecting Europe Facility

Jonathan Edwards Excerpts

Thursday 19th January 2012 Commons Chamber

[Andrea Leadsom]

Yes, I completely agree with my hon. Friend’s excellent idea. That would be high on my list of bits of wasteful bureaucracy to get rid of.

What sort of parallel universe is the European Commission inhabiting, if it thinks it reasonable to be expanding the European budget for 2014 to 2020 in the current climate? Why is the EU seeking to take power and control over these particular policy areas, at a time when they are already high on our own Government’s agenda? Requiring Britain to contribute to EU funds is not acceptable, and giving the Commission the authority to require Britain to make expenditure on its own domestic projects is equally unacceptable.

My second point is that the EU has proved itself time and again to be an inefficient allocator of scarce resources. In regard to structural funds, Open Europe estimates that Britain has contributed €33 billion between 2007 and 2013, and that we have received roughly €9 billion. If we took back control over that €33 billion, we might well wish to continue to contribute to the poorer EU member states—that is, those with a national income of 90% of the average or less. However, if we had contributed the same amount to those poorer member states, we could also have spent the same €9 billion that we received from the structural fund, creating a £4 billion saving. If Britain had allocated that same amount, €9 billion, to its own regions, plus the same amount to the poorer EU states, there would have been a £4 billion saving that could have gone towards reducing our deficit or investing further in the poorer regions of the UK. The difference identified by Open Europe’s estimate is a result of the leakage due to the recycling of cash between the richer countries.

It is interesting to note that the Department for International Development spends about 4% of its budget on administration, with a target of 2%. By contrast, the EU Commission spends 5.4% of its contributions to overseas aid on administration. No doubt it is very conscious of that figure, as it has been singled out for comment.

[Jonathan Edwards (Carmarthen East and Dinefwr) (PC)]

The hon. Lady is making quite an interesting point, but does she not agree that the problem with her argument is that the British state does not have any convergence mechanisms?

[Andrea Leadsom]

I am sorry, but I am going to have to ask the hon. Gentleman to repeat his question. It does not have any what?

[Jonathan Edwards]

It does not have any convergence mechanisms for redistributing wealth around the British state; that is the whole problem.

[Andrea Leadsom]

I thank the hon. Gentleman for his question. He makes a good point, and he is absolutely right. It might interest him to know, however, that of the UK’s 37 regions—as defined by the EU—only two, Cornwall and west Wales, are net recipients of structural funds. All the other regions have been net contributors, including the highlands and islands region, which has contributed a net €66 million to structural funds over the past seven years, and the Tees valley and Durham region, which has contributed a net €453 million over that same period. He makes an interesting point, but in my view Britain would be far better placed to decide where to allocate those scarce resources.

Another illustration of the EU’s inability to do that job is the recent Commission study that found that 170,000 full-time equivalent personnel were needed for a whole year to administer the EU’s structural funds during the last budgetary period. That is an unbelievable number of people. On the grounds of efficiency, therefore, the allocation of funds would be far better being done at home.

My third point relates to legitimacy and localism, particularly in the areas of transport and energy. We are talking about huge, extraordinarily expensive projects that are deemed to be in the national interest. There is no doubt that, while we all want instant access to energy, we are not all so keen to have a nuclear power station two miles down the road. The case must always be made by democratically elected, legitimate leaders for the need for a particular project and/or location. HS2 is a very good example of a project on which a majority of those consulted rejected it, yet where the Government decided that it was in the national interest to disregard their views. In the case of the third runway at Heathrow, the Government decided that public opinion outweighed the national need for aviation expansion. My point is that the EU, with its remote and bureaucratic image in Britain, is hardly the right place from where decisions on projects that affect lives and communities should be taken. The great risk is that local priorities for infrastructure will be undermined while infrastructure for energy and transport projects will be forced on local communities that do not want them.

Let me end with a word of friendly advice to the European Commission. It should focus on facilitating the single market, expanding its membership and contributing to areas that are of common interest to all member states and where the EU together can add value. It should keep away from European domestic affairs and avoid the pernicious creeping power grab that this latest proposal so clearly highlights.

[Jonathan Edwards (Carmarthen East and Dinefwr) (PC)]

I disagree with the Government motion. I do so in part because the economic and financial position set out in it is in opposition to the policies I have espoused since I was elected, and I oppose it in particular because it would have the effect of further disadvantaging my constituents and my country.

The budget for the entire European Union looks small by comparison when placed in the context of national budgets. The majority of expenditure is on items related to agriculture and to those parts of the European Union that qualify for the cohesion fund in order to promote those areas so that their gross value added is increased to compete with more established areas of the European economy. What a pity that the British state does not employ similar convergence mechanisms! I hope that explains my earlier intervention.

The cohesion fund areas include my constituency in the west Wales and the valleys region. Whatever the arguments for the whole of the UK, and we have heard many powerful arguments to that effect, the redistributive nature of European funding is beneficial for many of my constituents. Indeed, the €50 billion recommended by the Commission in the next multi-annual financial framework for the connecting Europe facility specifically includes 20% ring-fenced in the cohesion fund for transport infrastructure.

[Mrs Main]

I come from Wales, so I might have to declare an interest in this matter. Does the hon. Gentleman believe that a European state is better at giving money to his constituency than people who are already within the UK?

[Jonathan Edwards]

I thank the hon. Lady for her intervention; I shall touch on that as I continue with my speech. That is certainly the case as far as transport investment in Wales is concerned.

In terms of the TEN-T—the trans-European transport network—the proposals for UK core nodes show little connection with the needs of Wales and the improvement of Welsh infrastructure, which is key to developing the economic prospects of Wales. None of the nine urban nodes is in Wales—neither the Cardiff nor the Swansea city regions—while Cardiff airport is not included in the airports provisions. Although Cardiff and Newport ports are both included among the 15 named ports, neither is in the west Wales and the valleys areas that receive cohesion fund support.

The Commission determines a Dublin-London-Paris-Brussels corridor—corridor 8, which includes a route from Belfast to Birmingham through Holyhead. However, critically, no southern corridor route through Wales is referenced among these major routes. Milford Haven in south Wales is the third largest port in the British state and an ideal point for a southern corridor route to and from the southern parts of the Republic of Ireland. I notice that Cork—a port, and the obvious linkage between the Republic of Ireland and Wales—is instead linked with Dublin, Southampton and Le Havre. If Wales were an independent country inside the European Union, it is difficult to imagine that it would be neglected in this way by the European Commission. A designated route along south Wales would bring significant economic benefits to the region, including to the communities I represent in Carmarthenshire, as well as the future development of Milford Haven as a port.

Having spoken to representatives of the Milford Haven Port authority, I understand that Milford Haven meets all the requirements of the European Commission. It is among Europe’s largest 80 ports and handles cargo of more than 43 million tonnes. It is a core link between the Republic of Ireland and Europe. Does the UK Government’s refusal of the connecting Europe facility mean that west Wales is being let down not just by the European commissioners, but by the London Government who are not fighting for the necessary improvements?

The UK Government will know that I have been a keen supporter of the electrification of the great western line not just to Swansea, but further to the west of Wales, and especially through my constituency in Carmarthenshire. It remains a disgrace on the part of the British state that while Glasgow to London was electrified as far back as 1974, the electrification from London, even as far as Cardiff, still remains in the planning stages and about 80% of even that electrification will take place in England.

Electrification is one of the criteria for rail in the comprehensive network, yet electrification of the north Wales coast line or the great western main line west of Cardiff are apparently not up for discussion—even though these would largely qualify for cohesion fund support. I hope this clarifies my response to the hon. Member for St Albans (Mrs Main). To what extent was this considered when the business case for electrification to south Wales was put forward, particularly with regard to the port of Milford Haven? Given the answers I have received to written parliamentary questions since May 2010, I imagine that little thought has been put into this proposal, as no estimate has been made of the cost of electrification for the areas past Swansea, despite the importance of the ports of Fishguard and Milford Haven. Rail connection from London through Bristol, Cardiff and Swansea itself is, in the annex to the proposal of 24 October 2011, identified as part of corridor 8, and it is described as “upgrading”.

We know, of course, that without a U-turn from the UK Government the electrification will go only as far as Cardiff. The European Commission thinks that electrification to Swansea is important as part of Europe-wide rail and transport links, but the UK Government do not, it seems. In a nutshell, here is one reason why my party prefers full member status within the European Union to the present constitutional position. While the EU shows interest in cross-European co-operation and investment, UK policy in recent decades has been increasingly to concentrate on promoting one part of the British state down here in London.

As to the remainder of the proposals, we welcome the support provision for telecommunications in the Commission’s recommendations. When we were in government in Wales, the increase in broadband across Wales was a major plank of my party’s economic renewal plan. Improved telecommunications allows Welsh businesses and Welsh customers to be at the heart of Europe in a way that occasionally our geography does not. That applies particularly to digital connectedness in rural areas such as my own constituency. Will the Government confirm that, despite their opposition to the proposals in the Commission’s draft regulations, the digital facilities in Wales will be at least as good as the goals identified in the digital agenda for Europe and that support for cross-EU help for businesses and individuals will be similarly provided?

On energy, we support the fastest possible and credible reduction in carbon dioxide emissions and a switch to renewable energies from fossil fuels. It is only a shame that Wales is not an independent country able to control its own energy mix and that major energy decisions are made for us instead here in London—either via the Infrastructure Planning Commission or in future by the Secretary of State for Energy and Climate Change. As a country, we generate more electricity than we consume, so transmission is always a very important issue. I must refer once again to Milford Haven—an important energy portal where liquefied natural gas is imported from across the world.

To conclude, my party’s policy throughout the economic crisis since 2007 has been to argue that capital infrastructure spending is vital for the revival of the economy in both the short and longer term—maintaining the construction industry in the short term and increasing opportunities for the future. In Wales—a country that has the same amount of electrified railway as Albania and Moldova, and whose transport infrastructure is geared to move extremely slowly from east to west and not from north to south—infrastructure investment is important.

Wales sees many benefits from the European Union, not least from the common agricultural policy and from the cohesion fund. However, these proposals from the European Commission do not go far enough in supporting infrastructure improvements in Wales, yet they are ironically being rejected by the UK Government because they involve spending too much. I call on various Ministers in this place and in the Welsh Government to work together with the Commission, the Council and the European Parliament to achieve a better deal for Wales in the connecting Europe facility.