National Policy Statement (National Networks)

Kelvin Hopkins Excerpts

Tuesday 13th January 2015 Commons Chamber

[The Parliamentary Under-Secretary of State for Transport (Mr Robert Goodwill)]

I beg to move,

That this House approves the National Policy Statement for National Networks, which was laid before this House on 17 December 2014.

The draft national policy statement was published and laid before Parliament on 4 December 2013. Following public consultation on the report and recommendations from the Transport Committee, the final NPS has now been prepared for designation. I thank the members of the Transport Committee and their Chair, the hon. Member for Liverpool, Riverside (Mrs Ellman), for the important work that they undertook in scrutinising the draft NPS and publishing a report on their findings. I also give thanks for the scrutiny that was undertaken in the other place, which made an important contribution to the final document.

It may be helpful if I begin by clarifying the role and purpose of the NPS, as it is a specific document with a specific purpose. It is a technical planning policy statement that will comprise the decision-making framework for nationally significant road, rail and strategic rail freight interchange projects, as set out in the Planning Act 2008. First, the NPS establishes the need for the development of our national networks at a strategic level. Secondly, it provides the policy framework by which proposals will be decided. It includes, for example, policies on safety, environmental projections and design quality. The NPS sets out a compelling case for development of our national road and rail networks to sustain and drive economic growth, improve quality of life and safety, and deliver better environmental performance.

According to central forecasts, road traffic is set to increase by 30% and rail journeys by 40% by 2030. Rail freight has the potential to nearly double by 2032. The strategic road network makes up only 2% of roads in England but carries a third of all road traffic and two thirds of freight traffic. Under the Government’s 2014 estimates, we forecast that a quarter of travel time will be spent delayed in traffic by 2040 if we do nothing. Our national networks are already under considerable pressure, which is expected to increase as the long-term drivers of demand for travel—economic and population growth—are forecast to increase substantially over the coming years.

Without action, congestion on our roads and crowding on our trains will affect the economy and reduce the quality of life. Congestion has a significant economic cost. In 2010, the direct costs of congestion on the strategic road network in England were estimated at £1.9 billion per annum. Developments are also needed to achieve our broader environment, safety and accessibility goals. There is a need to tackle safety issues, improve the environment, and enhance accessibility for pedestrians and cyclists—an issue very close to my own heart.

The NPS sets out high-level policies and a general requirement on the need for better infrastructure. It does not set out specific locations where development of the national networks will take place. Although the NPS is not spatially specific, it recognises the need for a high-performing road and rail network that connects our cities, regions and international gateways to support economic growth and regeneration, and to improve the user experience. For strategic rail freight interchanges, the NPS identifies a need for an expanded network located near the business markets they serve and linked to key supply chain routes, especially in poorly served areas.

[Kelvin Hopkins (Luton North) (Lab)]

The Minister talked about rail freight interchanges. Is not the problem with our railways that the gauge is too small for trains to accommodate lorry trailers and the large containers in use today? We need large-gauge special rail freight systems to deliver that kind of freight.

[Mr Goodwill]

The hon. Gentleman has a long history of campaigning for freight cars that will carry semi-trailers such as the type used on our roads. It is not the Government’s policy to move to that type of gauge. The High Speed 2 network and the improvements to electrification will free up capacity on the existing network for container freight. There might not be lorry trailers on the trains, but capacity will be released for more container freight on the railways. That will mean that motorways are less congested, which will be good news for everyone else who uses them.

[Kelvin Hopkins]

Sure, some containers can go on the existing rail network on low-loading and flatbed trucks, but the containers that are now becoming common are too large to go through, even on those low-level, flat trucks.

[Mr Goodwill]

We are slightly digressing from the NPS. I well understand the hon. Gentleman’s long-held belief that we should move that way, but I gently remind him that to improve the gauge of our existing Victorian network would mean extensive work on tunnels and bridges and other work. We only have to look at the disruption that the west coast main line improvements caused to realise that such work does not come without a cost.

--- Later in debate ---

[Mr Goodwill]

I was very careful not to blame the previous Government, but to state the fact that, because people were not buying as many new cars—for a variety of reasons, which I will not go into because we have just had a debate on that—we were not getting as many clean vehicles on to our roads. Moreover, it is always disappointing to see how the published fuel consumption figures at the bottom of an advert compare with use in practice. I have had discussions with the motor industry to see how we can make the test cycle, which is meant to give a clear indication of a car’s performance, more relevant to normal operating conditions.

Although we have made tremendous progress in reducing sulphur dioxide emissions by cleaning up fuel—we have taken lead out of petrol—we still have the problem of “knocks”. That is due not to the fuel but to the atmosphere, and is produced in the engine by the combustion process. However, it is linked to fuel consumption, so as we have more fuel-efficient cars, we will have fewer nitrogen oxides, which cause air pollution and health problems.

[Kelvin Hopkins]

Would not a scheme to take 5 million lorry journeys off the roads and on to rail every year contribute enormously to improving air quality?

[Mr Goodwill]

We do have a scheme to take a lot of lorries and freight off the roads and on to rail—it is called High Speed 2—and it will deliver that. We are committed to investing in High Speed 2, to creating capacity on the existing rail network, which is currently blocked up with commuter and inter-city trains, and to getting more freight off the roads and on to rail. Indeed, the interchanges that are part of the NPS will also help to increase rail connectivity.

--- Later in debate ---

[Kelvin Hopkins (Luton North) (Lab)]

I will not speak for long, but I have a helpful suggestion, and I hope Ministers will at least give some consideration to it, and perhaps even ask their officials to look into its feasibility. I suggest that we develop an existing route, which would not be difficult or expensive but would be an enormous advantage as a transport route.

My proposal is that we electrify the route from Birmingham Snow Hill to London, which goes through Leamington Spa and Banbury. At present, a small number of trains use that route mainly to go to Marylebone, but it is also linked to Paddington. More significantly, that route is physically linked to what will be Crossrail and could easily be linked without much expense to Crossrail going in both directions. If it were electrified, it could accommodate 125 mph trains from Snow Hill, which is in the middle of the Birmingham business district and would link it directly to the City of London and Canary Wharf and other stations on Crossrail. Business people could literally walk from their offices to Snow Hill and walk from the destination station into an office in the City of London or Canary Wharf.

We have a simple rule-of-thumb costing of the scheme. We have not done any detailed work yet, but my engineer friends suggest that the cost of electrifying that route and making the necessary links would be in the order of £1 billion. There are 125 mph electric trains already available, but obviously new rolling stock might be needed.

Not only would that route be enormously useful and tremendously beneficial, but there would be no need to change trains or get taxis from mainline stations into the city as there would be a direct route into the city where the offices are, so business people could work on the train and walk straight to their offices at both ends.

Moreover, this could easily be linked from Leamington Spa through to Birmingham airport, the Birmingham national exhibition centre and the Birmingham New Street line, so direct 125 mph electrified trains could come from the north of England on to this line and go straight into the City of London, and also to Heathrow. As a result, there could be a link between Birmingham airport and Heathrow—those airports could serve each other—perhaps, at this speed, with a service of no more than an hour’s duration. One could almost be seen as a hub for the other, and, certainly, linking those airports would be beneficial to the midlands economy, and I think possibly to Heathrow as well.

As for points north, the ability to get on a train in the middle of Manchester or Liverpool and be taken direct to Heathrow without having to change would be an enormous advantage. That route is already there. It is under-utilised, it is capable of 125 mph working, and it could easily be electrified.

This is so obvious that I am surprised it has not been suggested already. These views are not only mine; they are the views of experienced railway engineers, who tell me what can be done and the likely costs.

I think there is a compelling case for this, and I hope the Minister will at least give it some consideration and take it back to his Department for further thought. I am happy to provide further details if he wishes, but I hope this speech has at least provided a taster.