Rail Links: South-west England

Nigel Evans Excerpts

Tuesday 24th October 2017 Westminster Hall

[Several hon. Members rose—]

[Mr Nigel Evans (in the Chair)]

As hon. Members can see, there is considerable interest in contributing to the debate, so please be considerate of other Members when making speeches.

--- Later in debate ---

[Alex Chalk (Cheltenham) (Con)]

It is a pleasure to serve under your chairmanship, Mr Evans. I congratulate the hon. the Member for Plymouth, Sutton and Devonport (Luke Pollard) on securing this debate.

I think there is a consensus in the House that a strong train service in the south-west is vital for our thriving economy. It helps to create jobs and drives social mobility, but it would be wrong to assume that, notwithstanding all the excellent points that have been made about improving services to the south-west, the experience of the south-west is uniform, because it is not. My constituency of Cheltenham, which I unapologetically focus on, is even worse served. I will take a few moments to explain why.

Cheltenham is 93 miles away from London, yet it takes on average two hours and 16 minutes to travel from one to the other by train. How does that compare with my colleagues in the south-west? Bath, which is 116 miles from London—another 23 miles or so—takes one hour and 31 minutes. Bristol, 119 miles away, takes one hour and 43 minutes. Exeter, 202 miles away, takes two hours and two minutes. There is a dramatic difference. The historical context makes it even more galling, because there was a time when Cheltenham had the fastest train anywhere—not just in the south-west, not just in Britain, but in the entire world. The Cheltenham Flyer was the fastest train in the world. Why does that matter?

Cheltenham is home to companies such as GE Aviation, Spirax-Sarco, Zurich and Douglas Equipment, but it is also home to GCHQ. We have a faintly farcical situation. When the excellent men and women from GCHQ want to go to London—for example, to the National Cyber Security Centre—do they go on the train? No, they go on the so-called spy bus. I kid you not. Is that not a damning indictment? Cheltenham’s connectivity to London is manifestly inadequate, and has been for 50 years.

Another reason why the issue is important is that the Government are putting welcome investment into Cheltenham. For example, we have a cyber-innovation centre, which involves taking the finest minds from GCHQ and using them to nurture small businesses; and something like £22 million has been allocated for the building of a cyber-park to the west of GCHQ. That is fantastic, but getting the maximum benefit from it requires us to unlock the artery of jobs and investment from the south-east, which remains such an important economic hub.

It is worth making the point that my constituency has just had its literature festival, where Hillary Clinton spoke; we have 2.5 million visitors per annum for the jazz, food and science festivals. Yet we have a rail service that belongs in the dark ages. It is not enough to blame Beeching—although I do. He, of course, pulled up many lines in 1962. There are two things that we must do: the first is investment and the second is timetabling. I am pleased to say that the Government have shown great application on investment. The hon. Member for Stroud (Dr Drew) has mentioned the Swindon-Kemble redoubling—some £60 million has been invested in that, and it has been transformational. Next year we shall get the IEP trains, which will shave some minutes from the journey. However, the fact remains that it will still be far too long.

The second limb of what is needed, therefore, is timetabling. Instead of a service in which trains from Cheltenham to London must go via Gloucester, where the driver gets out, walks down the platform, gets in at the other end of the train and reverses it out on the way to Stroud and Swindon, we need a service that cuts out Gloucester. I want to be crystal clear: I do not propose anything that would adversely affect Gloucester. We should not have a beggar-thy-neighbour approach. I am talking about additional services. If they were introduced the journey time would drop to about one hour and 40 minutes. What strikes me as slightly odd is the fact that, while we are spending billions of pounds on High Speed 2, which may or may not be a good thing, one stroke of a pen with respect to timetabling could achieve a dramatic difference for the 115,000 people who live in my constituency. An additional service with a more direct route could be dramatic, and it would not cost a penny. A vital point to note is Great Western Railway’s wish to extend the franchise, which will come up in 2019: it is a golden opportunity for many people in the south-west—certainly my constituents—to get a far greater, much improved service, for minimum taxpayer outlay. We must not miss that opportunity.

The point that was made about 4G connectivity is right. At the moment trains effectively take their signal from the masts that they pass. In and around Stroud and Stonehouse it is hopeless; that logjam must be sorted out. If we unclog the link between the south-west and London, we unclog an artery of jobs and investment. Improving rail connectivity is at the heart of that, and there is important work to do.

[Mr Nigel Evans (in the Chair)]

There are about 15 or 16 minutes left, so please do the maths and help one another with that.