High-Speed Rail

Debate between Paul Maynard and John Leech

Wednesday 2nd November 2011 Westminster Hall

[Paul Maynard (Blackpool North and Cleveleys) (Con)]

It is a pleasure to serve under your chairmanship, Ms Dorries, for what I think is the first time.

Members may wonder why we are having yet another debate on High Speed 2. In fact, we are not; we are having a debate on high-speed rail in the north. I requested this debate partly because when we discussed the issue in the main Chamber a couple of weeks ago, I felt that there were not enough contributions from the north, and I wanted to rebalance the equation. I do not want to debate the merits of HS2 today, and I do not really want to talk about anything south of Birmingham if I can help it. I want the debate to focus on the north, and I do not intend to stop at the Scottish border. I deliberately used the word “north” to encourage Scottish Members to participate in the debate.

I will try to make clear the terms of the debate, and also state what the debate is not. I used the phrase “high-speed rail in the north” to ensure that the debate was not about HS2—which to my mind is ultra high speed—but about high-speed rail as a concept. Equally, I make a plea for a slightly more consensual style, compared to previous debates. New infrastructure projects understandably excite high passions, but wandering into Prime Minister’s questions wearing a colourful badge that cannot be read by anyone watching TV, let alone other Members, does not benefit either set of arguments, and diminishes the dignity of the House. That does not mean, however, that we have to accept a mushy consensus on infrastructure projects. I accept that we will disagree, but I hope that we can do so in a polite and measured way.

If I were given billions of pounds to spend on transport in the north of England, would I immediately reach for high-speed rail links to London? Perhaps not. When “The Northern Way” transport compact first got going in 2006-07, it did not mention high-speed rail because that was simply not on the agenda. It focused on improved connectivity in the north of England, rather than between the north and the south, and it highlighted the importance of the trans-Pennine corridor. That importance was emphasised by the Government’s switch from the S-route to the Y-route, together with the issue of what to do with the Woodhead tunnels. I would also welcome a little reassurance from the Minister on the northern hub. Even if it is to be delivered in parts, will the sum of those parts still equal the whole of the vision? I trust that it will.

We must consider how we differ from our European counterparts. If I think of the Liverpool-Manchester metropolis, it rather reminds me of the Rhine-Ruhrgebiet in Germany, another heavily industrialised urban area. One difference, however, between this country and the Rhine-Ruhr area is the comparatively poor transport links found in our metropolises. We can learn a lot just by looking at Germany for a change.

I have no shortage of material for this debate, and although I could probably speak for an hour and a half without trying, I promise that I have no intention of doing so. I will try to take a step back and look at some of the more thematic policy issues and the effect that a decision to proceed with any form of high-speed rail north of Birmingham will have on Government policy making. I do not want to see half-baked solutions that run to other people’s political timetables.

Quality of policy making is crucial; it is what I came into politics to try to improve, and no matter what party is in power, I think that the quality and detail of public policy making in this country is bad. The quality of our understanding of transport in the north of England is, to my mind, entirely due to work by “The Northern Way” over the past five years, and I mourn its loss greatly. I do not blame the Government entirely for that loss, and it is a shame that many of the local actors who had the chance to fund “The Northern Way” after the closure of the regional development agencies did not take the opportunity to do so. The loss of “The Northern Way” has created a fundamental problem, because we have lost the pan-northern perspective and the ability to weigh up differing priorities in Yorkshire, the north-west and the north-east. We are seeing a retreat back to lists of regional priorities, with Manchester wanting one thing, Liverpool another, and Leeds something else, and there is no body that tries to pull those things together and says, “Your proposal is slightly better than that one.” We need some form of co-ordinating body that would allow such prioritisation.

I participated in the Transport Committee inquiry into high-speed rail—I assure hon. Members that it was a mammoth undertaking, and I do not think that my life will ever be the same—so I know how much controversy there has been not only over the detail of the route, but about which field the line will or will not go through, how noisy or quiet it will be, how big this will be and how small that will be. We have perhaps never seen such controversy over a single infrastructure project. The debate was based on the single premise—the single fallacy—that merely building infrastructure automatically promotes economic growth. It does not. It is not a case of “Build it and they will come”; we need look only at so-called Stratford International station to know that. Stratford International station in east London is remarkable in having no international train services—most impressive. It is a classic example of the sort of white elephant that those of us who are concerned about levels of public expenditure do not wish to see.

The Department for Transport’s promotion of high-speed rail has focused on the three Ls—Lille, Lyon and Lleida—as examples of how investment in high-speed rail in Europe has brought economic growth to the surrounding areas. However, for every city named by the DFT, the anti-high-speed rail campaign provides an alternative, and says that high-speed rail makes no difference at all, is a total waste of money and that we should not bother. At the end, it is rather like the Eurovision song contest on a city basis, with “nul points for Zaragoza,” and “dix points for Brussels.” That is not informative, and what matters is not so much the location, the name of the city or how good its PR effort is, but what the local government in the area chooses to do in response to hearing that it will get a high-speed rail link. That critical variable is often overlooked in the debate.

In evidence to the Transport Committee, Professor Tomaney from Newcastle university stated:

“The stations themselves do not, on their own, provide those development opportunities. What is required is much larger-scale economic development planning.”

Hon. Members may think that I, a Conservative, would hide my head under the desk at that statement—“How could he possibly suggest economic planning? What an appalling thing to do!”—but it is more subtle than that. If we know that a high-speed rail link will go to the centre of Manchester, we have to deal not only with issues of dispersal, an integrated transport system and whether the buses and suburban trains interlink, but wider policy issues about housing and jobs, and schools policy in particular, which is often overlooked in transport planning. We should look at the wider policy, not just at issues of transport, and as the Government move forward and consider how to progress with high-speed rail, they must look at more than just transport.

There are risks, and it is silly to pretend that high-speed rail will be only a good thing and that nothing bad could ever happen. Professor Roger Vickerman also gave evidence to the Transport Committee, and pointed out that although the arrival of the TGV in Lyon and Lille benefited those two cities, it also sucked in some of the economic activity from towns in their immediate peripheries. Unless the correct decisions are taken locally, high-speed rail could arrive in one city and cause a diminution in economic activity in a neighbouring city, suburb or minor area. That is a possibility, but certainly not a given. There are no givens in this debate because, as I say, the situation depends entirely on the decision making at local and regional level. Whether someone is a supporter or a detractor—a friend or foe—of high-speed rail, they have to agree that that must be part of the debate, and I argue strongly that it has been absent from the debate so far.

[Mr John Leech (Manchester, Withington) (LD)]

As a fellow member of the Transport Committee I, too, was on the visit to which the hon. Gentleman refers. Although we heard that argument made in Lille, in Frankfurt we heard a counter-argument: the Frankfurt to Cologne line had a significant impact in improving the whole region, not just the two places where there was a station. People argued strongly in Frankfurt that there was a benefit for the whole region between those two areas.

[Paul Maynard]

I thank the hon. Gentleman for that intervention. He is correct and almost makes my point for me: it is horses for courses. We can all point to examples of high-speed rail achieving one thing in one area and a different thing in another. The most interesting aspect of the German example that he points to is that Frankfurt is at the confluence of about four different Länder. It is quite difficult for Frankfurt to have regional planning when, at the level at which that tends to occur, it has about four different bodies to try to liaise with. That again shows the difficulties, but also that if the will is there, the correct decisions can be made that lead to economic growth.

That is perhaps the challenge that we have to face: at what level do we seek to take the decisions? I am firmly of the view that local transport consortiums—or whichever range of acronyms we wish to append to the matter this week—are crucial for moving forward. I would welcome information from the Government on how that is progressing. We can point to Transport for Greater Manchester as a very good example of what can be done. It is interesting and welcome that the differing integrated transport authorities are all moving at what I suggest is a slightly different pace in their own particular direction. Standardisation is being lost, and there is, I think, more local sensibility. That can only be a good thing, but it still does not resolve the problem that I shall refer to, with apologies to the hon. Member for West Lancashire (Rosie Cooper), as the Skelmersdale problem. I mean no disrespect to that fine town.

Skelmersdale is in the travel-to-work area of at least two major conurbations—Manchester and Liverpool—yet it is not in either the Greater Manchester or Merseyside city regions. It is in the district of West Lancashire. That poses a challenge for transport planning, because we seem to have in this country a culture that says, “You are where you are. You are defined by your boundaries, not by your economic patterns or what actually happens in an area.” We also seem to have an unwritten rule that says, “You can only be in one club at any one time. You can’t be in both the Greater Manchester area and the Merseyside area at the same time. Heaven forfend!” That has consequences, as I hope the hon. Lady would agree, for her constituents, in terms of improving transport links to both the main areas.

Rail Investment

Debate between Paul Maynard and John Leech

Thursday 17th February 2011 Westminster Hall

[Paul Maynard]

I accept the hon. Gentleman’s point, but the conditions that many passengers are forced to face on our inter-city trains are analogous to those experienced by animals, even if their end destination is perhaps more pleasant.

[Mr Leech]

My hon. Friend has mentioned that he uses the west coast main line regularly, as do I. The trouble is that if the number of west coast main line trains from Manchester to London were increased from three to four an hour, it would have a detrimental impact on local services. That is why high-speed rail is so important in ensuring that we can maintain local and inter-regional services as well as the inter-city ones.

[Paul Maynard]

The hon. Gentleman has anticipated my next point. I take entirely the point that the network of high-speed rail that has been mapped out links areas with a high concentration of service industries, which is key to saying that the predictions for demand are more robust than they were, for instance, in Spain, where Madrid and Seville were linked. Seville had a high level of heavy industry but no service industry, so no demand occurred.

I want to make a number of other points before concluding and allowing as many hon. Members as possible to participate in the debate. May I make a plea to the Minister on open-access rail? We have just seen the sad failure of the Wrexham and Shrewsbury service, which was a good example of open access, but it failed to make money. There are other examples around the country, such as Grand Central, which have shown that open access can work. I urge the Minister unambiguously to state her support for open access in the forthcoming White Paper, and indeed today, because many open access companies are uncertain about their future. In Blackpool, open access is perhaps our only chance of getting a link to London. I urge her, therefore, to make some positive noises on open access.

In conclusion, whenever we write reports, there is always the temptation to come up with a wish list, and I have fallen into the trap myself today by highlighting the northern hub. Wish lists are easy to make, but it is far harder to have a discussion and come to a view on how to prioritise policy making. How do we reconcile all the different competing local priorities that we each have in our constituencies with the apportioning of public money? That is not easy.