High-Speed Rail

Nadine Dorries Excerpts

Wednesday 2nd November 2011 Westminster Hall

[Alison McGovern (Wirral South) (Lab)]

As a proud Merseysider, I have to correct the hon. Gentleman and tell him that Merseyside still exists, certainly in transport terms. One of the important things that he is telling us is that interconnectivity between city regions that cover places such as Skelmersdale, and from Wirral to north Wales, is among the most important factors. There is already some good practice on the ground, certainly in Merseyside, in that respect. Is his point that we should deal with the reality of people’s lives, rather than having arbitrary decisions made in Whitehall about what councils do or do not exist?

[Nadine Dorries (in the Chair)]

Order. I ask hon. Members to keep to the substantive issue of the debate when making interventions.

[Paul Maynard]

I agree entirely with the hon. Member for Wirral South (Alison McGovern) that this should be about people’s lives. Let us imagine that high-speed rail is coming to Liverpool. That will have an impact on the lives of people outside the former Merseyside as well as inside it, whether they are in Cheshire, Halton, Skelmersdale or wherever, and we have to respond to that.

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[Graham Stringer]

It is ridiculous, but that does not mean that Action Alliance does not have a point in saying that it is dangerous; the world is dangerous. We have to take our opportunities to create jobs where we can. It does not automatically lead to growth, but it would be negative not to take this opportunity to have growth. To emphasise that point, let me make one more comparison between Manchester and Liverpool—I am not having a go at Liverpool because this, unlike the story about the trams, has a happy ending. There is a more solid case for saying that airports have a real economic benefit for regions. Unlike roads, they rarely have a negative impact. Merseyside county council did a lot of work on Liverpool airport. It extended the runway and got an estuarial take-off. The whole scheme should have had many advantages, but they were realised only when John Whittaker and the Peel Group took the opportunity and bought Liverpool airport and brought some commercial acumen and ability to it. There are real advantages here. I hope that we can keep the all-party alliance together because this project is important for the country as a whole. As it is called high-speed rail, perhaps it should be done from north to south because that would be slightly quicker than the schedules that are envisaged at the moment.

[Nadine Dorries (in the Chair)]

I call David Mowat.

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[David Mowat]

There is certainly a case for not necessarily starting all the construction work in London and coming north. I do not know whether it should start in Scotland, Warrington or Manchester, but there is a case for going both ways. Let me come back to this timing point. There could be a decade of benefits accruing to Birmingham in inward investment, and a decade of benefits accruing to the west midlands in better links. We are all guilty in this debate of talking about links to London. It is about links not to London but to the continent of Europe through St Pancras. That decade is a worry. Given the current fashion for bringing forward infrastructure projects and the fact that the business case for this project is stronger than that of Crossrail, will the Minister tell us why we are not taking the opportunity to start some of the construction work in the north more quickly? That would take away the problem of the lost decade, which, without wishing to sound as if I lack confidence in our project management abilities, can sometimes turn into a lost decade and a half. Therefore, I am interested in hearing what the Minister has to say about the timing of the project.

We also need to pin down some of the existing uncertainties, especially on the north-south dimension. I may be wrong, but I do not think that it has even been accepted for certain that Piccadilly will be the final destination. That needs sorting out, as does the link to the airport. I do not want to become embroiled in the arguments about having a third London airport, but if we have a high-speed link between Manchester airport and Heathrow—a journey of, for example, 60 or 70 minutes, which would not be much slower than the journey to Gatwick—I find it difficult to see how there will not be some impact on, or some marginal benefit to airport congestion in the south. The whole issue of Scotland needs to be sorted out, at least in relation to the north. We have a plan—a business case—and we are beginning to understand where the route will be. However, I also want some assurance about when the route north of Birmingham will be set out, because we can then start to plan and to put in place the sort of local initiatives that we need to make the whole project work.

Finally, on local initiatives, I was struck by evidence that the north-west is a little different from Birmingham in terms of shape. Manchester and Leeds sit at the bottom of the north-west, which has a much longer shape, so connectivity matters much more, while Birmingham is more central to the west midlands. The northern hub has been mentioned, as has the need for it to be clearly linked with the whole project. I completely agree with that point, but I also agree with those who have said that we cannot just do nothing until everything is sorted. I am keen to hear assurances from the Minister on those three points.

[Nadine Dorries (in the Chair)]

May I remind hon. Members that if they have requested to speak via the normal channels, but wish to speak at a certain point in the debate, they should let the Chair know, so that they can be listed accordingly?

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[Rosie Cooper]

My hon. Friend talked about connectivity generally and the fact that it takes quite a time to get from Liverpool to Manchester, which is a distance of 38 miles. In this general discussion I would like to drive that further. For example, Skelmersdale does not have a railway station at all, so in rail terms it could take for ever to get from Skelmersdale to Manchester, or Skelmersdale to Liverpool. Skelmersdale to Preston takes for ever. To go by road—by bus—from Skelmersdale to the local hospital in Southport takes one hour and 23 minutes. I have done it.

The hon. Gentleman talked about the Ormskirk bypass earlier. People can get up and down Lancashire, but not across it. I fought and fought on that.

[Nadine Dorries (in the Chair)]

Order. That is a speech, not an intervention.

[Rosie Cooper]

Sorry. Add to that the fact that there is no railway station, transport is poor and people cannot use the roads either: it is impossible. We are not talking about big things. We cannot move.

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[Alison McGovern]

My hon. Friend is right. We should not aim to design bits of railway across the north just for fun, because it would be nice to have a bigger train set. We should consider the total impact of what we are doing, not least on the economy, but also, as my hon. Friend said, on the environment. People’s stress levels are also affected. People tell me that one of the great things about the new west coast main line timetable is the fact that, because it is swifter, they arrive in a relaxed way. The performance of that bit of the network has largely been good, so they arrive ready to work in a relaxed way, which is what we want.

I want to conclude by talking a little about Wales and Cheshire. I hope that that will not test the definition of the north too much. We sometimes wonder about Cheshire and how far it qualifies as part of the north. Wrexham, as I mentioned in response to an intervention, is a crucial place industrially. It links to the Deeside area where lots of businesses are located. Connectivity between Wrexham and Liverpool is very poor. There is the Wrexham to Bidston line, on which there is one service an hour—it is terrible, and I have raised it with Ministers before. We need electrification of that line and a much better service at some point in future. It would be a massive help in getting people from north Wales to Liverpool airport. The line goes through areas of severe deprivation, where we want to get people to work as quickly as possible.

The hon. Member for Weaver Vale (Graham Evans) was here earlier, and there are also issues to do with connectivity in the bit of Cheshire closest to the River Mersey. It is astonishingly difficult to travel by rail through that part of the network. I hope that in planning for the coming of High Speed 2 we will look not just at the major towns that we need to connect but at all the smaller elements of rail. The High Speed 2 project enables local areas to consider some of the planning, and work out what would best help them to make the most of High Speed 2. It is not just the major cities across the north but the smaller communities that need to be connected in, additionally, to the larger project.

The case is really made on the basis of capacity alone, but we will not achieve the benefits that are possible unless in the intervening years we focus on cities in the north, and the way to ensure the best possible connections between communities and the economies they want to work in.

[Nadine Dorries (in the Chair)]

The winding-up speeches will begin at exactly 20 to 4, so perhaps the remaining two speakers will divide the time accordingly.

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[John Woodcock]

The hon. Gentleman makes an important point and I want to get on to it. I hope that I can now get an opportunity to do so.

We believe that the north of England and Scotland, indeed the whole UK, deserve a proper commitment from the Government to a new high-speed line running right up to Manchester and Leeds. Many Members on both sides have made that point today, and I hope that they will support us in agreeing that failure by the Government to legislate for that in one go leaves a question mark over their commitment to jobs and growth in the north. We urge the Government to reconsider, and I hope that the Minister will come back having done so.

The first stage of High Speed 2, as far as Birmingham, is vital transport infrastructure. It relieves the already mentioned congestion and overcapacity on the main line from Euston and cuts journey times to the west midlands significantly. It provides new capacity to shift freight on to rail, and could provide—from the outset, Opposition Members hope—fast links to Heathrow airport from across the country. On that point—as it was raised—the Minister was quoted as saying that our alternative suggestion was unhelpful.

Given the strength of our support for the overall scheme and the widespread unease about the current route, which is shared by many Government Members, I hope that the Minister will make clear what she really thinks in her closing remarks. Does she recognise that linking directly to Heathrow would strengthen the project because it would be cheaper overall than building the proposed route with a separate spur, it would increase the opportunity to lever in private investment in a way that the Old Oak Common proposal does not, and it would generate a complementary benefit for Heathrow by providing a rail substitute for short-haul flights, thereby releasing capacity, and that it is therefore worthy of serious consideration?

The second stages of HS2 beyond the west midlands to Manchester and Leeds would provide benefits that dwarf those of the first stage. The hon. Member for Blackpool North and Cleveleys does not like the word “transformative”, but this project could redraw the economic geography of the UK and that is why there is such wide-ranging support for the stages beyond Birmingham, not only from Members, as demonstrated today, but from business groups and local authorities across the north. Once completed, HS2 would bring Leeds and Manchester within 80 minutes of London and 96 minutes of Liverpool. In addition to the tens of thousands of extra jobs, it would create new businesses, new investment, a modal shift from domestic air to rail, more reliable journeys, more frequent trains and more seats, and God knows we need that on the line. A clearer commitment now to the extension beyond Birmingham, would make the business case for HS2 stronger and private sector investment more likely and secure valuable political and business support across the north.

There has been no shortage of warm words from Ministers in recent months, but we need a commitment to one hybrid Bill. There is no need to delay getting spades into the ground on stage one if the Government decide to re-consult and put the route to the north in the Bill.

[Nadine Dorries (in the Chair)]

I remind the hon. Gentleman that the two Front-Bench speakers have a total of 20 minutes, so will he please make this his last minute?

[John Woodcock]

Absolutely. I was in my final minute. I hope that the Minister will make her commitment to the north clear, as it is currently under question. We know that we cannot start talking about detailed ticketing prices, but when will she agree to begin setting out the funding model as it affects passengers? High-speed rail that only the wealthiest people can afford will never deliver the full potential that communities across the north richly deserve.

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[Mrs Villiers]

I am saying that all 50,000 responses from the people who took the time to submit them before the consultation deadline will be thoroughly considered.

We see phases 1 and 2 of the high-speed rail project to Manchester and Leeds as the starting point for delivering a genuinely national network, but we should not underestimate the benefits that Scotland will gain from the proposed Y network even before high-speed rail goes north of the border. Trains running off the high-speed line to Scotland will cut journey times to about three and a half hours, producing major economic and connectivity benefits for Scotland, tipping the balance in favour of rail rather than air and providing significant environmental benefits as people switch from planes to trains.

We are not pursuing HS2 just because of the positive economic benefits. The case for high-speed rail rests on the pressing need to prevent big problems that would otherwise be heading down the track towards us. The demand for inter-city transport capacity is growing strongly. If we sit back and fail to deal with the capacity time bomb set to explode within the next 10 to 20 years, we will do lasting damage to our economy. As the hon. Member for Manchester, Withington (Mr Leech) pithily put it, in the end, it comes down to capacity. If we do nothing, our key transport arteries will clog up, choking growth and destroying jobs in the north and elsewhere. It is neither viable nor responsible to sit back, do nothing and hope for the best, as other Governments have done in the face of similar problems. HS2 is not about shaving time off the journey between London and Birmingham; it is about delivering the transport capacity between our cities that is essential if our economy is to thrive in future.

However many times they are tweaked and repackaged, none of the alternatives proposed comes near to matching the benefits that HS2 can offer. None can release the capacity that is crucial, as my hon. Friend the Member for Milton Keynes South (Iain Stewart) pointed out, to the Government’s high-speed rail strategy. On the contrary, the options favoured by opponents of HS2 would apply major new pressures to timetables on our existing railways, fundamentally damaging reliability, as the hon. Members for Wirral South (Alison McGovern) and for Manchester, Withington pointed out. They would also involve immense disruption to the line during construction, as my hon. Friend the Member for Lancaster and Fleetwood (Eric Ollerenshaw) discussed.

Turning to the points made by my hon. Friend the Member for Blackpool North and Cleveleys, the Northern Way did effective work. Like him, I want local enterprise partnerships and local authorities to have more of a say in transport decisions. I agree that it can be beneficial for local authorities to come together to make joint decisions about travel to work areas, but we do not want such solutions to be imposed from above. They must be bottom-up and proposed by the areas concerned. Like him and the hon. Member for Blackley and Broughton, I have great admiration for the work done in Manchester to deliver an integrated authority that considers transport issues across the board for a major travel to work area.

I assure the House that investing in HS2 does not mean that we will stop investing in and improving our current transport networks. We recognise fully the importance of continuing to enhance our existing network, particularly by improving links between northern cities, not least because that is essential if we are to spread the benefits of HS2. Despite the deficit, we are undertaking the biggest programme of rail improvements since the Victorian era, many of which will benefit the north. Electrification will benefit Manchester, Liverpool, Wigan and Blackpool. The Ordsall chord project, which has received the go-ahead 30 years after it was first proposed, will benefit Liverpool, Manchester, Leeds, Newcastle and Hull. That is only phase 1 of the northern hub project. Our commitment to it demonstrates how seriously we view its importance and that we recognise the benefits that it can bring. We will assess it and consider carefully, when deciding what improvements can be delivered in the next rail control period, whether we can deliver the whole programme.

The intercity express programme will create new jobs in the north and a brand-new fleet of trains. New Pendolino carriages will be delivered on the west coast in the next few months. Manchester’s Metrolink extension is going ahead, and just a few days ago, Burnley and Accrington residents welcomed the fact that funding had finally been secured for the Todmorden curve. We are committed to continuing strong investment in the north of England to help its economy grow, complementing the benefits that will be brought by high-speed rail.

In conclusion, the HS2 consultation received more than 50,000 responses, every one of which will be used to inform the Government’s forthcoming decisions on high-speed rail. I welcome the valuable contributions made in this debate.

[Nadine Dorries (in the Chair)]

Will Members please leave the Chamber quickly and quietly?

A5 to M1 Link

Nadine Dorries Excerpts

Wednesday 30th June 2010 Commons Chamber

[Andrew Selous (South West Bedfordshire) (Con)]

I am grateful to Mr Speaker for giving me the chance to raise with the Minister responsible for roads the vital need for the A5 to M1 link. When I made my maiden speech, on 2 July 2001, I stressed the urgent need for a bypass for Dunstable, Houghton Regis and the surrounding villages. I also stressed its importance to Leighton Buzzard as a business location. The need for a bypass in Dunstable is not new; indeed, the first mention of congestion in the town that I have been told about is in a 1924 newspaper article that talked about the traffic bottleneck in Dunstable. My predecessor, Sir David Madel, who was the Member for South West Bedfordshire for 31 years, from 1970 to 2001, also campaigned for a bypass for Dunstable throughout his time in Parliament.

Not long after my election, I presented another petition to the House, signed by 25,000 of my constituents—more than elected me in 2001—calling for the urgent need for a bypass to be addressed. I was therefore delighted when, in July 2003, the then Secretary of State for Transport—now the shadow Chancellor, the right hon. Member for Edinburgh South West (Mr Darling)—announced to the House that he was

“endorsing recommendations for improvements to some trunk roads of regional importance,”

one of which was

“a northern bypass for Dunstable”.—[Official Report, 9 July 2003; Vol. 408, c. 1177.]

I asked him when the Dunstable northern bypass would be built. In reply, he said:

“In the past five years, there have been long and detailed studies, but the time has now come when we need to get on and implement them, precisely to remove some of the inconvenience and congestion and to deliver the improved safety about which he is concerned.”—[Official Report, 9 July 2003; Vol. 408, c. 1195.]

I was therefore hugely disappointed when, at the end of the Parliament after which the then Secretary of State announced that the Dunstable northern bypass would be built, not a shovel had hit the ground.

It is a huge source of concern to me how long it takes for a new road to be built in this country. I understand that other European countries are able to build roads much more quickly. I understand that there is a much shorter delay between the announcement of a road being built and its completion in many of our competing neighbouring countries. One consequence of delay is that the cost escalates hugely, making even more demands on the public purse. The cost of the A5 to M1 link has virtually tripled since the first estimates back in 2003. I have spoken in the past of the near-Zimbabwean levels of inflation on major roads contracts. I understand that the Department insists on open book accounting, yet I cannot help believing that there must be cheaper ways for such roads to be built. I suggest that we need to take an urgent look at how genuine the competition is between road builders, to ensure that the Department and the taxpayer get real value for money in building new roads.

Sometimes I am tempted to think that the area that I represent has become, if not the land that time forgot, then the land that successive Governments have forgotten to build the necessary infrastructure in. In the north of Bedfordshire, the county town of Bedford seems to have all the bypasses that it needs. I had not even heard of the village of Ridgmont, to the north of my constituency, until I was told that it was to receive its own much- needed bypass. As I will demonstrate shortly, the need for a bypass to the north of Dunstable is overwhelming for the residents of Dunstable, Houghton Regis and the surrounding villages, but a bypass is also essential for Leighton Buzzard.

[Nadine Dorries (Mid Bedfordshire) (Con)]

My hon. Friend mentioned the village of Ridgmont. The bypass there has been gratefully received. Ridgmont is a village, and there are other villages in my constituency that will benefit hugely from the A5 to M1 link. Those villages will suffer from a lack of connectivity if the road to which he has referred is not built. Does he agree that it is imperative that the road should be built, not just for his constituency, but for the whole of Bedfordshire?

[Andrew Selous]

I am grateful for my hon. Friend’s support. The road will also benefit major towns such as Aylesbury, in providing fast direct access to the national motorway network.

I do not want Ministers or officials at the Department for Transport to think for one moment that the Luton-Dunstable busway will provide the answers to the problems of congestion, retail decline and lack of business growth in Dunstable and Houghton Regis. It will not. The only hope to secure economic regeneration to provide much needed jobs for my constituents and to provide much needed local housing is for the A5 to M1 link to be built urgently.

The need for the A5 to M1 link can be demonstrated by many examples of life in Dunstable. Dunstable high street has 56 empty shops in it because of the length of time it takes for shoppers to get into and out of the town centre. Some reductions in business rates have been granted as a result, which obviously means a loss of revenue to the Exchequer. During recent times of economic growth, every other area of Bedfordshire increased its level of employment between 2001 and 2008, but in South Bedfordshire there was a loss of 1,850 jobs—overwhelmingly due to congestion. Those figures are taken from the annual business inquiry data provided by the Central Bedfordshire council.

Major employers have closed down and left the area over the years and have not been replaced by sufficient numbers of new employers to provide the jobs that my constituents need today. Many of my constituents are forced to travel out of the area to find work, thus making congestion even worse.

Congestion is bad both for travellers going north-south on the A5 through Dunstable as well as for travellers heading east-west on the A505 through Dunstable. One story from a local shopkeeper illustrates this well. A customer was travelling east on the A505 along West street, trying to get to a shop in the Quadrant shopping centre in the middle of Dunstable. He was stuck in traffic as so often happens; he rang the shop keeper who left his shop, crossed the middle of Dunstable, gave him the goods as he was stuck in traffic in his car. That customer then turned round in the road, and drove out of Dunstable never to come and shop in the town again. How can the shopkeepers of the town I am proud to represent make a living when they are faced with an infrastructure deficit as bad as that?

The economic benefits of building this road have been estimated by both the Highways Agency and the East of England to be very significant. Central Bedfordshire council, with its private sector developers, also intends to build the Woodside industrial estate connection road from the new junction 11A, which will not require Department for Transport funds.