Colne to Skipton Railway

Paul Maynard Excerpts

Wednesday 26th April 2017 Westminster Hall

[The Parliamentary Under-Secretary of State for Transport (Paul Maynard)]

It is a pleasure to serve under your chairmanship, Mr Betts. I congratulate my hon. Friend the Member for Pendle (Andrew Stephenson) on securing the opportunity to speak on this issue. He is quite right to have done so. Like him, I was first elected in 2010. One of the first emails I received was from SELRAP—I am sure that he received one too—asking me to put down my name in support of the project, and I was happy to do so. I know full well that he has been an immense supporter of SELRAP’s work from day one. Even if no election were in the offing, I would still say that his commitment to and passion for the project have been noticeable. I have followed rail policy as a member of the Transport Committee, as a rail Minister and in between the two roles, and I cannot remember a time when he has not been raising the Skipton-Colne line in the Chamber, in Westminster Hall and with Ministers. He deserves credit for that.

My hon. Friend is right to identify so many of the benefits that will come from the line. As a Blackpool MP, the health of the visitor economy is always at the forefront of my mind. Train links from the Pennine towns to the resorts are always important for ensuring that people can access the coast. I welcome anything that improves those links. Just the other week, I passed through Skipton on the Flying Scotsman, which was reopening the Settle-Carlisle stretch of the railway after Network Rail’s tremendous efforts to revive and restore the line since the landslide that disrupted it. I thank the Keighley and Worth Valley Railway for hosting us. We started at Keighley and went through Skipton to Settle. As I passed through Skipton I thought, “Yes, maybe one day, with all the focus on reopening lines around the country, Skipton-Colne will be a reality and we will be able to get there from Lancashire.” What could be a better round trip than going from Blackpool to Preston, Colne, Skipton, Settle, Carlisle and back to Preston? That is a day trip that we can all dream of doing one day. My hon. Friend is quite right to push for the reopening of the line.

It is worth putting things in a wider context. The era of Dr Beeching’s reductions and the days in the ’70s when we were looking at scaling back the rail network are long gone. The focus is now on looking for lines to reopen to expand the capacity of our network. We need only look at the Borders Railway in Scotland, which shows the opportunities that come from reopening railway lines. Reopening lines has brought much bigger benefits than anyone ever predicted, particularly in terms of passenger numbers. Now, if ever, is the time to ensure that, if lines can be reopened, we properly ensure the practicality, feasibility and cost of doing so.

My hon. Friend is right to draw attention to the importance of the northern powerhouse and of investing in the north of England. I have always shared his view that, when we discuss trans-Pennine connectivity, eyes always drift northward to the links between Cumbria and Newcastle, or southward to the Woodhead pass and the links from Manchester to Sheffield. We almost forget that the M65 ends on the wrong side of the Pennines—or in my case the right side, which is Lancashire, of course. There are far more opportunities for enhancing connectivity in the middle of the county. As he says, getting from Lancashire to North Yorkshire is not always the easiest or most obvious journey to take. Commuting levels are quite low, despite the sizable employment opportunities on either side of the Pennines—opportunities that, because of the work he has been engaged in, will only grow.

It is important that we understand the opportunities for trans-Pennine connectivity. The reopening of the line has to be properly considered by all partners in the region. I am sure my hon. Friend shares my frustration that that is not always the case with all regional stakeholders. LCC, and by extension the local enterprise partnership, seem not to have fully embraced the project to the extent they might have done down the years. It was not as prominent in Lancashire County Council’s transport strategy as I expected it to be, given the interest that so many in the county show. It is not just my hon. Friend’s constituents who want the line reopened. In my constituency, I have had people down the years writing to me, asking me to prioritise the reopening.

One might think, “Why does it matter that local stakeholders are not being as enthusiastic in wanting the Government to get on with it?” It matters because a clear policy of the Government is that we want local organisations and agencies to identify the priorities in their areas that we can support through the growth deal. We want to see the local enterprise partnership identifying projects that will bring the most benefit to the region, as my hon. Friend so eloquently explained. We look to the regional bodies to take the lead. If we are to properly build the northern powerhouse, we have to make the investments in transport connectivity that he talked about, which are east-west as much as north-south.

A lot of attention goes on north-south connectivity. It is not just a matter of HS2, but inter-city services, too. East-west matters just as much in the north of England. That is why we are supporting the idea of northern powerhouse rail and look forward to the recommendations that Transport for the North will come up with. There is also the TransPennine operator for services between Manchester and Leeds. As well as the investment that we would hope to see one day in Skipton and Colne, should we reach a point where we feel it can be reopened, all the railway lines need improvement.

Before turning to that line specifically, it is worth reflecting on many of the investments we have been making in the region. They will benefit my hon. Friend’s constituents in Pendle in particular. He has already mentioned some of them, such as investment in the Burnley-Pendle growth corridor. There are the benefits provided by the M65, where I understand work on junction 12 is complete.

[Andrew Stephenson]

Almost complete.

[Paul Maynard]

I am sure that, like me, my hon. Friend wishes some projects had planted a “Finished” flag in the ground a few weeks earlier. Junction 13 will be finished shortly, perhaps. We have announced the third growth deal with Lancashire LEP, which will provide further funding on the M65 corridor for junctions 4 to 6, and the north-west Burnley growth corridor. Both of those will bring further benefit to east Lancashire.

We have funded improvements to the Blackburn to Bolton rail corridor, which will enable a more frequent service between Blackburn and Manchester Victoria. Work is now complete and additional services should begin at the next timetable change next spring. That, of course, is not the only improvement we have delivered on the east Lancashire rail network. Thanks to our regional growth fund and my hon. Friend’s lobbying at the time, we reinstated the Todmorden curve after years of waiting. We have had faster connections to Manchester Victoria via Rose Grove since May 2015. I am sure it was on my hon. Friend’s election leaflets at the time, and he can now say he has achieved that.

We are delivering improvements across the region and undoubtedly there are more to come. Over the next few years, we will see major improvements to the Northern rail network, creating better journeys for passengers, supporting trade, supporting investment and creating a stronger economy. Through the Northern and TransPennine Express franchises, we are investing in modern trains, delivering more comfortable, more frequent, faster and more direct journeys. All the Pacers will be gone, replaced by a mix of brand new trains and refurbished trains upgraded to an as-new standard. Passengers will notice that transformative investment. We have already seen the impact the new trains have had on services between Manchester and Liverpool through electrification. It is a transformative new deal for the franchise.

Investment in the network will include improvements to the Calder Valley line and to the central trans-Pennine corridor, including line speed improvements, improved signalling, improved resilience, more capacity and better journey times. Once the full complement of infrastructure and new trains is delivered, Bradford will have an increased train frequency to Manchester and new direct connections to Manchester airport, via the Ordsall chord and Liverpool. The Ordsall chord matters not just for Manchester, but because of what it enables across the north-west. Many of those new service patterns and the new innovations we want across Lancashire’s rail network are enabled by improving the through-flow in Manchester city centre. Anyone who is passing through the city needs to go and look at what is occurring at Ordsall, with the new bridges and the engineering work. It is one of the most complex pieces of civil engineering we have undertaken in over 100 years, but it will transform rail services in the north, and it cannot come soon enough in my view.

My hon. Friend focused on Skipton to Colne rather than everything else. The line was closed, as he rightly points out, in 1970. It took until 2001, surprisingly, for SELRAP to establish itself, but it has been diligent ever since in putting its name at the forefront of local campaigning. It has been an excellent example to many other campaigns around the country. SELRAP wants to protect the former railway track bed from development so that it can feasibly be reinstated as a main railway line. I join my hon. Friend in paying to tribute to its work over the last 16 years to raise the profile of reinstating this 12-mile link between east Lancashire and Yorkshire.

As we have consistently explained to both the partnership and local representatives, local bodies have to determine whether a rail reopening is the best way of addressing local and regional economic development needs, and to secure appropriate funding, including that which we make available through the growth fund and devolution deals. I understand the frustration and the bemusement that this project has not come to the forefront of all the growth deals we have been negotiating with Lancashire. I urge my hon. Friend to consider whether the next round is the chance to do just that.

My hon. Friend made valid points about the role that cars can and cannot play in local economic development. I notice that the level of car ownership is not high in parts of my constituency, rather like in his seat. People need public transport alternatives that are accessible to them. In Blackpool, that could be the tram. In his patch, the Skipton to Colne railway might be part of that. That is why we are funding far more local community rail partnerships, to try to reconnect people with their railways. Too many people do not realise the opportunities that rail can bring for accessing employment. I know what good work they are doing in east Lancashire with the community rail partnership, and the support that Northern, in particular, is giving to community rail partnerships is to be praised.

We have also been looking carefully at the reports that have been produced, not least the economic study that my hon. Friend cited into the trans-Pennine links. Once again, it is full of important, helpful and sensible information and assessments of the potential benefits. We have been negotiating with Lancashire County Council to undertake a study of key improvements in passenger connectivity between towns and cities and strategic freight capability. Much of that work is also being carried out by Rail North and Transport for the North, looking at the strategic overlay.

Part of northern powerhouse rail is trying to assess what benefits we want to achieve for passengers. If we understand what changes we want to make, it is far easier to identify which inputs, in terms of infrastructure investment, will bring us to what passengers want, which is faster and more reliable journeys and a greater range of destinations that they can access from their local stations. I am confident that we will get some good news on that front when we hear the final views of Transport for the North in the near future. We also need to keep working with all the regional bodies and actors identified to improve east-west connectivity across the Pennines. I do not want to prejudge what the outcome of that might be—whether it is road, rail or whatever—but my hon. Friend made a powerful case as to why rail has to be part of that mix.

The report that my hon. Friend identified does not necessarily seek to make the case for particular investment in either road or rail, nor does it assess the potential costs of any of these interventions. The key point is that we need to be much more certain about what the costs of reopening Skipton to Colne would be. I recognise that it is almost a Catch-22, because to get a robust cost estimate costs money in itself. That is the next big hurdle that SELRAP will have to overcome.

No one could say that my hon. Friend has not made a powerful case today, just as he did in his maiden speech. I very much hope that, in his next speech in the Chamber after 8 June as the newly re-elected MP for Pendle, he will make a powerful case for the opening of Skipton to Colne. Perhaps I will still be the Minister and be able to deliver that. Who is to say? We have many weeks of uncertainty ahead, but one thing is certain: that track bed is not going away. It will still be there, ready to be reopened, whatever the public decide on 8 June. I hope we can one day travel on it together.

Question put and agreed to.