Transport and the Economy

Debate between Louise Ellman and Derek Twigg

Tuesday 28th February 2012 Commons Chamber

[Mrs Louise Ellman (Liverpool, Riverside) (Lab/Co-op)]

I am pleased to have the opportunity to launch a debate on two reports from the Transport Committee about expenditure by the Department for Transport. The first, “Transport and the economy”, considered how spending on transport could boost economic growth, and was published last March. The second, “Counting the cost”, was published only last week. That report follows up important aspects of our earlier work and comments on changes to departmental expenditure plans, particularly the new transport projects announced by the Chancellor of the Exchequer in the autumn.

I should begin by putting the Department’s expenditure into context. In 2010-11 the Department’s budget was £12.8 billion, which was split between capital projects and ongoing resources spending. As a result of the spending review, that budget was due to decrease by 15% in real terms by 2015. Resource spending, covering items such as local authority grants and the bus service operators’ grant bus subsidy scheme, was cut by 21%.

[Derek Twigg (Halton) (Lab)]

I congratulate my hon. Friend. During the last two or three months, I have observed an increasing number of complaints from constituents whose bus services are being cut in Runcorn and Widnes. Has the Committee made any assessment of the wider impact on bus services throughout the country?

[Mrs Ellman]

The Committee investigated the impact of spending cuts on bus services, and found that cuts had been made in more than 70% of transport authorities. My hon. Friend may be interested to know that it is currently re-examining the issue.

The cut in the bus subsidy scheme was larger than the 11% cut in capital spending. The situation has changed a little following the autumn statement, with some extra money provided for capital projects

The fact that most of the Department’s budget is spent by external agencies, specifically Network Rail, Transport for London and local authorities, makes it more difficult for the Department to have detailed control over those areas. However, the Department was generally regarded as having emerged relatively well from the spending review, despite the significant cut in its budget. I welcome the Government’s statement that they believe that spending on transport infrastructure can help to boost the economy.

It is important to recognise that congestion on the road, rail and air networks remains a major constraint on connectivity and growth. There is clear evidence that relieving congestion by providing new capacity helps to increase productivity and promotes economic development. It is also important to note that congestion is not the only indication of the need for transport investment, particularly where regeneration is required and disparities are evident.

The last major Government study of the relationship between transport and economic growth was the Eddington report, commissioned by the previous Administration. It showed that transport is necessary for economic growth, but of itself is not sufficient. To be effective, transport and economic development must go hand in hand. Building transport links to Canary Wharf regenerated the area because that was linked with an economic strategy. It is not clear that the Government appreciate the significance of this point made strongly in our report.

Our report expressed concern that the abolition of regional structures may lead to the absence of economic development strategies required to maximise the potential of transport investment across local authority boundaries as well as making it more difficult to prioritise transport projects of wider significance. The Department has encouraged the local enterprise partnerships to fill that gap and it is now suggesting that transport funding could be devolved to groups of local authorities and LEPs. How will this work in practice, however? This new approach to regional planning might work well in some areas but could struggle to take off in others, and there will be parts of the country which lack a strong voice or which fall between two strong regional centres and are overlooked by both.

The Department did not identify the issues it is seeking to tackle through its spending on transport. For example, the Government state that they want to “rebalance the economy”. That can mean a number of different policies, perhaps including more private sector employment, reducing disparities between regions, or reducing reliance on the banking sector and encouraging manufacturing. How are the decisions on transport spending related to these objectives and what assessment takes place to identify which transport modes are most appropriate to deliver them? How is the balance of spending between road and rail determined? Has any assessment been made of the significance of the absence of an aviation policy on economic activity generated by international connectivity? The answers to those questions are not clear. That is because the Department does not have an explicit transport strategy and lacks a coherent framework for deciding which transport schemes to prioritise.

I must note, however, that some progress is being made. Rail and aviation policy papers are due very soon and the Committee is looking forward to scrutinising them. There has been an important review of the Highways Agency, a national policy statement regarding ports has been agreed, and a policy statement for national networks is awaited. Will the Minister assure us that we will soon see a Government strategy for transport? That is greatly needed and has been long awaited.

The Committee considered the appraisal that is undertaken of transport projects. There is sometimes too much focus on cost-benefit analysis: not all the costs and benefits of a project can be monetised. For example, the wider economic benefits of a project or its environmental impacts are often excluded. It is also often forgotten that the economic appraisal is just one aspect of a more complex appraisal process based on five areas, including strategic fit and project affordability. Unless an overall strategy is identified, it is not possible to assess the strategic fit of any individual investment. Greater transparency in decision making is important. No doubt we will debate High Speed 2 in more detail on another occasion, but it is notable that although a huge amount of material about the project has been published, no information about how it is to be financed has been made public.

In respect of smaller schemes, there is often very little published information about the strategic fit or how they are to be funded. The new projects announced in the autumn statement seem to have been funded on the basis that they were ready to proceed. It is unclear whether they are necessarily the investments that offer the best value for money or that will meet transport objectives. The Department contributes significantly to two cross-departmental funds—the regional growth fund and the growing places fund—but no information is available on where the Department’s financial contributions have been invested or to what effect.

Strategic fit should include consideration of how a scheme contributes to rebalancing the economy. The major investment that has taken place in transport infrastructure in London and the south-east is clearly necessary, but transport investment across the UK is required. Interestingly, £15 billion will be invested in Crossrail, about £5 billion of it directly from Government funds, and £5.5 billion will be invested in Thameslink, while a reappraisal is taking place on whether half a billion pounds should be invested in The Northern Way, improving rail services right across the north.

The new transport spending announced in the autumn statement is welcome, but the analysis of the regional breakdown published by the Institute for Public Policy Research North raises concerns. It found that 84% of planned new infrastructure spending would be in London and the south-east, compared with just 6% in northern England. That works out at an average spend per head of £2,731 in London compared with just £5 in the north-east. The Passenger Transport Executive Group has produced similar information showing that transport spending is more than twice as much per head in London and the south-east than it is in Yorkshire and Humberside, the west midlands and the north-east. That imbalance is a matter of concern.