Transport for the South East

Debate between Peter Kyle and Gillian Keegan

Wednesday 25th April 2018 Westminster Hall

[Gillian Keegan (Chichester) (Con)]

It is a pleasure to serve under your chairmanship, Sir Henry. I congratulate my hon. Friend the Member for Bexhill and Battle (Huw Merriman) on securing this important debate.

Transport infrastructure is a core component in the functioning of a modern society. Transport has the power to guide our decisions about where to live, study and work. If it is done well, it can transform and regenerate villages, towns and cities, increase workforce productivity and facilitate the operation of industry, which in turn attracts other industries and services. If it is done badly, we have the flip side of the coin.

The south-east of England is the most populated part of the country and a powerhouse of economic activity. It contributes more than any other region outside London to the national economy. Consequently, we are home to some of the busiest roads and railways in the country, and that is further compounded by historical underinvestment and a lack of foresight in planning decisions.

Evidence of capacity limitations on road and rail networks is becoming increasingly stark. As an MP, I hear about it on a weekly basis. Just yesterday, a constituent who works in Chichester told me that she regularly sits in traffic for an hour each way on the A27 to and from work, even though in normal conditions the journey, door to door, should be about half an hour.

There are similar concerns about the railways. Govia—the company that manages Southern, which operates much throughout my constituency—announced in November last year that complaints from the previous year were up by well over 200%. Of course, that was exacerbated by strike action.

[Peter Kyle]

The hon. Lady is making a really great speech, and I am enjoying listening to it. The Minister will know that every MP in this Chamber joined together in the all-party group on Southern Rail. We called on the Government last year to release £300 million, which Network Rail told us was the most it could spend on infrastructure upgrades in our area. To their credit, the Government released that money, for which MPs from both sides of the House are very grateful. Will the hon. Lady join me in endorsing the Gibb recommendation for that £300 million to be released for the next three years, after which we can deliver transformation on the line?

[Gillian Keegan]

I agree, of course. As a fellow member of the APPG on Southern Rail, I agree with its recommendations.

In the south-east, high economic activity is good news for our area, but that does not tell the whole story. Many coastal and rural communities miss out on the wider region’s success. In part, social and economic exclusion can be attributed to the design of the transport network, and our system is designed in an “all roads lead to London” pattern, like spokes from a wheel. Only two key routes cross my region from east to west: the M25 to the north and the A27 along the coast.

The A27 is therefore a highly congested road, exacerbated by pinch points where traffic builds in Chichester, Arundel and Worthing, to name but a few. The effects are wide-reaching, pushing more traffic on to local residential roads, worsening air quality and impacting on business supply chains moving goods in and out of the area or, indeed, from the ports or the coast. Such is the issue along the south coast that much east-west traffic will go from the south coast up to the M25 and come back down on major trunk roads such as the M3—all to avoid the A27.

The rail network is formed in a similar pattern. All trains run into hubs. The Windmill Bridge junction at East Croydon, for example, can have a paralysing effect on the network. Routes across the south-east and London funnel into that single junction and, put simply, the sheer volume of traffic has long exceeded the capacity of the junction. Consequently, a delay on one line delays the next, creating a domino effect of delays across the region, with people sitting on a train and not at their place of work. The effect on productivity could be mitigated, at least, if we had some degree of adequate wi-fi connectivity on the trains.

The Coast to Capital LEP hit the nail on the head when it described the travel network in the south-east as congested, overcrowded and inefficient. The problems we as an area face are clear, but so are the opportunities for locally driven strategic transport infrastructure improvements to link up networks, to support businesses and attract them to our area. I therefore fully support the formation of Transport for the South East as a statutory sub-national transport body. That would be a positive step to meet the needs of our area.

Transport for the South East brings together representatives of the area who have an inherent understanding of local needs and concerns. They can inform any process from the start. That is crucial when we consider impacts on our protected landscapes, for example, such as the South Downs national park that reaches across the heart of region, so I am glad the South Downs national authority is represented on the TfSE board to give a voice to our protected landscapes.

Other local advantages can come into play, such as planning decisions. TfSE comprises representatives from 16 local authorities that understand national, regional and local priorities such as housing provision, business development, tackling unemployment, social care services, energy supply, global economic competitiveness and environmental sustainability. Those can all be fed into the process to deliver smart and sustainable growth.

Working with a collective voice has advantages. As an area, we have common transport issues, such as the Windmill Bridge junction that I mentioned earlier or the lack of an east-west road infrastructure. A single regional voice will be much more impactful than people working as individuals.

I am glad that TfSE is already talking about improving travel technology as part of our infrastructure investments, such as electronic ticketing and—another much-needed tech enhancement—the provision of effective wi-fi to all trains and stations. That is crucial in an area such as Chichester, where we have a poor signal—never mind 4G—or across the South Downs. Wi-fi could be transformational for commuters and productivity, and TfSE could do just that. Similar programmes, such as Transport for the North, have already been successful.

The World Economic Forum’s global competitiveness index shows that the UK is behind many of its major western European trading partners on transport infrastructure. The south-east is home to international businesses and industries that use our airports, seaports, roads and railways. By bringing together 16 local authorities and five local enterprise partnerships, we shall have better integration of transport modes across our region to create a transport system that runs smoothly, improving services for all users.

I fully support Transport for the South East, and I hope that we secure statutory status for it soon so that it can become a formal partner of the Government, Network Rail and Highways England. In doing so, we shall be able to address the significant issues in our area, bringing together communities and providers to form a truly integrated network. Strategic transport planning and improvement has the potential to bring with it talent, investment and opportunity for the entire south-east region and beyond.