London Bridge Station (Redevelopment)

Philip Hollobone Excerpts

Tuesday 27th January 2015 Westminster Hall

[Several hon. Members]

rose—

[Mr Philip Hollobone (in the Chair)]

Order. I call Clive Efford, the second in the trio of south-east London’s finest.

--- Later in debate ---

[Jim Dowd]

Indeed I do, but while communications are one thing, people want to rely on performance. If trains are running properly and with enough capacity, they do not need explanations. Communication is needed when things go wrong, and they are going wrong far too often via London Bridge. There is much else that I am tempted to say, but I have gone beyond the time that we agreed, so I will leave it there.

[Mr Philip Hollobone (in the Chair)]

There is only a slight delay on the line, Mr Dowd, so I would not worry too much.

--- Later in debate ---

[Claire Perry]

The hon. Gentleman is aware that that is a temporary reduction in the service, designed to let the new timetable, which is more disruptive for Southern operations rather than Southeastern, bed in. The hope is that those services will be restored as soon as possible. I am very aware of the concerns.

Let me put it on the record that all of us realise that many people at London Bridge station are working very hard on a daily basis to deal with the disruption. These are people on the front line—operational staff. We would all like to pass on our thanks to everyone out there who is trying to maximise convenience for passengers.

[Mr Philip Hollobone (in the Chair)]

The debate has come in a few seconds early, so it will be my job to suspend the sitting until half-past 2 this afternoon.

Oral Answers to Questions

Philip Hollobone Excerpts

Thursday 22nd January 2015 Commons Chamber

[Mr Hayes]

My hon. Friend will know that the way in which people drive, the vehicles they use and the interface between the driver and the road will change. That is already happening with smart motorways. We have been innovative in the work we have done on that and there is more to be done, but what is certain is that the Government need to consider all the technological changes that will inform the alteration in how people use roads in the way that he implies. The smart motorways programme is important, but it is also important that we articulate that message more clearly. I know that the Secretary of State will be saying more about this over the coming weeks and months, and I will be too, because I think it is important that people understand the opportunity that lies ahead of us.

[Mr Philip Hollobone (Kettering) (Con)]

The A14 around Kettering between junctions 7 and 9 is being widened. When complete, that will be very good news for Kettering and the national economy, but understandably, while the roadworks are under way, disruption is being caused. Will my right hon. Friend confirm that the works will be completed this April, on time?

[Mr Hayes]

We will be setting out in the coming weeks a timetable for the completion of a series of schemes associated with this strategy. We need to set out the detail to maintain confidence that we will carry through our intentions. In that context, I will happily discuss with my hon. Friend the timetable for that scheme.

Rail Network (Disruption)

Philip Hollobone Excerpts

Monday 5th January 2015 Commons Chamber

[Mr McLoughlin]

I referred at the start of my statement to the seven points being changed at King’s Cross and the amount of work that was being done. The work over the Christmas period amounted to a £200 million investment—by far the biggest investment in the railways over the Christmas period for many years.

[Mr Philip Hollobone (Kettering) (Con)]

Does my right hon. Friend agree that those Labour Members who are hostile to a privatised railway and yearn for a return to public sector railways need to be reminded that Network Rail is a public sector operator? Given that it is in the public sector, will he urgently review its governance structure, because the absurd sub-board of 30 to 50 supposedly independent members seems to be inadequately scrutinising the board of directors and the chief executive?

[Mr McLoughlin]

My hon. Friend makes interesting points that are worthy of a longer debate rather than just a very short answer. The truth is that Network Rail was reclassified last September when it came on to the public books. What I felt then was the most important thing, and still do, is that the work being done as a result of the huge investment that is going in to make the railway both safer and a better system should go on with minimal disruption. The executive board he mentions is not of the size he suggests, and it is a way of trying to involve the general public as well. But the points he makes concern issues I will certainly look at.

Oral Answers to Questions

Philip Hollobone Excerpts

Thursday 4th December 2014 Commons Chamber

[Mr McLoughlin]

I completely agree with the hon. Lady about the prospects for looking across the piece at not only rail but roads, which is indeed one of the things that One North is looking at. I hope that we shall have its interim report by the end of March. It looks not only at what we have set out in relation to HS3, but at other interconnectivities between the northern powerhouse.

[Mr Philip Hollobone (Kettering) (Con)]

The next time my right hon. Friend is on the fast train to his Derbyshire constituency and sails through Kettering station without stopping, would he be kind enough to reflect on the fact that, with improved line speeds and electrification to the Midland main line, it might be possible to reinstate a half-hourly service northward from Kettering, which was lost under the previous Government?

[Mr McLoughlin]

I am very interested in the points my hon. Friend makes, one of which relates to the whole question of capacity on the railways. That is one of the principal reasons for developing HS2. He is right that ultimately that will allow more opportunities to provide more local services, as well as the services he wants for his constituents.

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[Mr McLoughlin]

Rail journeys have increased from 750 million to 1.6 billion and jobs on the railway are increasing, yet all Labour can do is start saying that somehow jobs will be cut. More services will be operating on that line than ever before, and that will mean more jobs.

[Mr Philip Hollobone (Kettering) (Con)]

T6. Will the Under-Secretary of State for Transport, my hon. Friend the Member for Scarborough and Whitby (Mr Goodwill) be kind enough to meet me and a delegation from Kettering borough council to discuss how the potential future decriminalisation of parking in the borough of Kettering might best be handled?

[The Parliamentary Under-Secretary of State for Transport (Mr Robert Goodwill)]

We are keen for local authorities to take over civil enforcement of their parking, but I know that the situation in my hon. Friend’s constituency is not as simple as in other parts of the country. I would be delighted to meet him and discuss the issue further.

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[Mr Hague]

Well of course it should be observed, but I think the hon. Gentleman chooses a rather poor example for his argument. There was a great deal in the Chancellor’s statement yesterday that came as a complete surprise to this House and to the wider world, both in the economic forecasts of the Office for Budget Responsibility and in the many specific measures. The autumn statement truly showed that announcements are being made in Parliament.

[Mr Philip Hollobone (Kettering) (Con)]

Will my right hon. Friend seek to build on his already fearsome reputation for parliamentary innovation by considering the use of Westminster Hall for oral ministerial statements?

[Mr Hague]

I am not sure how much that would add to my fearsome reputation, although I am always happy to attempt to add to such a thing. We have not had any shortage of capacity to make oral statements here on the Floor of the House. I think there have been 38 statements in this Session so far and we have always been able to accommodate them. If we ever get to the point where they could not be accommodated, we should look at the point my hon. Friend makes.

Road Investment Strategy

Philip Hollobone Excerpts

Monday 1st December 2014 Commons Chamber

[Mr McLoughlin]

I have two points for the hon. Lady. First, congested traffic causes more air pollution than traffic that is managing to move along. Secondly, the Government are investing over £500 million in ultra-low emission vehicles and encouraging their roll-out. We are also seeing car companies investing substantial sums of money in new technology.

[Mr Philip Hollobone (Kettering) (Con)]

I welcome the completely new money being put into a new junction 10A on the A14 at Kettering and praise the Under-Secretary of State, my hon. Friend the Member for Scarborough and Whitby (Mr Goodwill), for visiting the site. The new junction will unlock millions of pounds of new private sector investment in Kettering. Without that announcement, traffic in Kettering would have been in grave danger of grinding to a complete halt.

[Mr McLoughlin]

I am grateful to my hon. Friend for that welcome. He is quite right that my hon. Friend the Under-Secretary of State visited his constituency and that the new junction 10A on the A14 is contained in the new road investment strategy.

East Coast Main Line

Philip Hollobone Excerpts

Thursday 27th November 2014 Commons Chamber

[Mr McLoughlin]

As I have said, some of the top fares will be reduced by 10% in May. Moreover, if passengers buy tickets in advance, they can obtain some very good deals.

[Mr Philip Hollobone (Kettering) (Con)]

Will the Secretary of State confirm that he has announced extra investment in our railways, extra services, extra trains, extra seats, and British-built trains for British passengers? Does he share my dismay at the economic illiteracy of Opposition Members, given that this is a good deal for passengers, a good deal for everyone who wants our economy to improve and a good deal for taxpayers, who will receive £3.5 billion back from these companies?

[Mr McLoughlin]

I do not think that I need to answer my hon. Friend’s questions, apart from the one about whether I was surprised by the attitude of the Opposition. The answer to that question is no.

Furness Line

Philip Hollobone Excerpts

Tuesday 28th October 2014 Westminster Hall

[Tim Farron (Westmorland and Lonsdale) (LD)]

It is a huge pleasure to serve under your chairmanship, Mr Hollobone. As I give the Minister time to settle, I advise her that I will be sitting down sooner than I would otherwise in order to let the hon. Member for Barrow and Furness (John Woodcock), my friend and constituency neighbour, contribute to this debate, which is at least as important to his constituency as to mine.

The Furness line is a vital rail route through my constituency. It is an arterial route used by residents in the Kent estuary and across the wider Cartmel peninsula. I am therefore grateful for this opportunity to highlight the large challenges facing the line and, as a result, the communities and the economy to which it is so vital. I will talk about the future of the line, its immense significance to the local and national economy, the need for new investment and the need for the Department for Transport to take seriously the responses to its recent stakeholder consultation on the TransPennine Express and Northern Rail franchises.

The Furness line takes passengers and freight from the main line at Lancaster through to Barrow, with the largest section of the line running through my constituency and the South Lakeland district. There are stations at Arnside, Grange-over-Sands, Kents Bank and Cark, which are well used and take tourists, commuters and schoolchildren, among others, to and from destinations along this economically vital and uniquely picturesque line.

I am hugely indebted to the work of those who put together the exhaustive 90-page Furness line study created by the Railway Consultancy Ltd, which the Minister displays. The study was supported by the hon. Member for Barrow and Furness. The Minister has already seen the report, but as she has demonstrated, I made a point of forwarding an additional copy to her ahead of this debate.

The Minister will see that the report is dedicated to the memory of Peter Robinson, whose sudden death on 6 August devastated all of us who knew him. Peter was chair of the Furness Line Community Rail Partnership and the source of all knowledge and wisdom on Furness line matters. I was with him at a meeting on the future of the Furness line just a day or three before he passed away. It was an honour to know Peter, and he is hugely missed.

The report that Peter helped to author is an extremely important piece of work. I am a regular user of the line, but I was nevertheless shocked by the full extent of the failings of the current transport infrastructure and its wider impacts. The report concludes that the Furness line is not fit to meet present demand, much less to cope with the expected population and employment booms in Barrow and Ulverston in the coming years, which I am sure the hon. Member for Barrow and Furness will talk about in due course. We are committed to working together across parties to build a future-proof Furness line.

As well as thanking those who created the report, I thank its funders—local councils, businesses and rail operators—and the hon. Gentleman, whose work has been instrumental in bringing the report to fruition, and whose commitment to defending the line is second to none. The report highlights the line’s short-term and long-term needs. In the short term, the report calls for the urgent return of the two-hourly Manchester airport service and additional trains during the tourist season. Given that this is the line that serves the western Lake district, I hope the Minister will publicly indicate her support and give a clear signal to the rail operators that residents, commuters, the vastly important tourism sector and the wider business community all need the service.

The report also suggests a rationalised timetable and highlights the inadequate number of trains between Barrow and Lancaster on weekday mornings, which prevents residents from commuting by train. The undermining of the line in recent times is apparent in the fact that the Barrow to Manchester airport service has reduced from eight to five trains a day; the Manchester airport to Barrow service has been reduced from 10 to five trains a day since 2007.

Manchester is the business capital of the north-west. Barrow-in-Furness is at risk of being left as one of the few major towns in the north of England without high-quality direct access to that regional capital and its international airport. Many of my constituents, particularly in Grange, Flookburgh, Cark, Cartmel, Allithwaite and Arnside, commute by train and have been hit by that downgrading. Children who would have had safer, quicker journeys to school are now forced to take longer, more costly and more dangerous trips instead. The hugely significant local tourism economy, which is worth £3 billion a year, has been damaged unnecessarily. I hope that the Minister will be able to give us much more encouraging news. I would be grateful if she confirmed that she sees improving the Furness line as being in the long-term economic interests of the region and the nation, and that its success will be prioritised.

The reduction in through trains to and from Manchester means that many passengers now have to use the Manchester to Scotland services between Lancaster and Manchester. The new four-coach electric trains have shorter carriages than the previous three-coach class 185 diesels, and the limited increase in capacity is proving to be dramatically insufficient to meet the needs of both Scottish and Furness passengers—standing is a regular, if not daily, occurrence. Additionally, the downgrading of those services has exacerbated problems with bus links, which the Furness line study identifies as a major issue. Joining up the connections between public transport is vital, and I hope that the Minister will give her support to significant improvements.

The study calls for train operators to co-operate with the area’s biggest businesses to ensure that arrivals and departures coincide with shift patterns. The report states:

“Timetable analysis shows some very significant failings in the level of service provided… the current service is not fit for purpose, through failing frequency, capacity… We have been appalled to discover that significant existing markets are not being addressed, leading to major losses of traffic. The shortfall in service provision is so great here that there is an overwhelming case for immediate action.”

Looking to the future, the report has a vision for the line right through to 2030. It takes into account the expansion of BAE Systems in Barrow, GlaxoSmithKline in Ulverston and the proposed nuclear power station at Moorside. It accurately envisages significant increases in local population and employment, due in part to the far-sighted and successful land allocation strategy of South Lakeland district council. The report is also correct in foreseeing that industrial developments for major employers at Ulverston will lead to a 16% increase in jobs over the next few years, and that all those people will need to get to work.

There can be no doubt that demand will continue to rise. In the longer term, a regular hourly local service calling at all stations needs to be supplemented by faster regional services to and from Manchester airport. The lakes line between Oxenholme and Windermere is scheduled to be electrified in 2016; the study suggests that an increase in the number of trains on the Furness line would justify its eventual electrification by 2030. Virgin Trains should be asked to investigate the operation of through-to-London services from Barrow, with their introduction possibly on an initial two-to-three-year “use it or lose it” basis. Will the Minister use her good offices to help us make that case to Virgin Trains?

Industrial growth, an expansion in resident populations and a huge increase in the tourism economy suggest that the Furness line’s future should be very bright indeed; the purpose of this debate is to seek the Minister’s help in ensuring that it is. However, as we seek support to protect and enhance the line’s long-term future, we are horrified that short-term decisions in the immediate future may fatally undermine that work.

The Minister will know that the Department’s suggested remapping of the TransPennine Express and Northern Rail franchises has undergone a recent stakeholder consultation. She will also know that, along with many others, I responded to that consultation. On behalf of my constituents, I once again urge her not to proceed with the proposed transfer of the Furness and Windermere lines to the new Northern franchise. She should be clear that making that decision would significantly downgrade the Furness line and would constitute a huge blow to our local economy.

The majority of services on the Furness line are operated by TransPennine Express. Since the announcement last March that TransPennine Express is to lose its fleet of nine class 170 units, there has been intense speculation about the effect on train services in the north. Despite efforts to find a solution, there are apparently no spare diesel units available. Unless there is political intervention at a high level, we could see TransPennine Express move out of the Furness line at the timetable change in May 2015, when the class 170 units are due to transfer to the south of England. We can only assume that the Furness line will be relegated to being a branch service between Barrow and Lancaster, operated by Northern from next May using lower-quality trains.

The Minister will know that Northern has accumulated a reputation on the Furness line for its high number of cancellations. That has been going on for some years now. I am sure that both the hon. Member for Barrow and Furness and I would be happy to furnish her with details of those cancellations. Northern is aware of the debate, but still cancels trains. She will understand why residents and business leaders of south Cumbria are staggered by the Department for Transport proposal that all Furness line trains be transferred to Northern at the commencement of the new franchise in 2016.

The Minister will know that I have written to the Secretary of State on the matter. I am hopeful that the Department will understand the hugely damaging effect that such a transfer would have. Will she agree to rethink the suggestion and consider retaining TransPennine Express services on the Furness line? I am sure that the Minister will agree that at a time when we need the Furness line to be geared to the forthcoming high level of investment and job expansion in the area, the initial proposals make depressing news indeed. [Interruption.]

[Mr Philip Hollobone (in the Chair)]

Order. I am afraid that the signal has turned to red and we must all get off the train, but we will get back on when the Division is over, and we will add the lost time to the debate.

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[Tim Farron]

It continues to be a pleasure to serve under your chairmanship, Mr Hollobone. Given the strategic importance of the Furness line and the clear and impressive expansion of demand into the future, surely now is the time to plan to upgrade services, not downgrade them. Nothing would strengthen confidence in the line more than a commitment to electrification. Will the Minister help to provide that confidence by setting out a timetable for electrification of the Furness line, and will she give us an undertaking that at the very least a feasibility study will be done of that electrification project?

I want us to be positive and optimistic about rail services in Cumbria, in north Lancashire and across the whole region. This week’s talk of High Speed 3 is music to my ears, although the suggestion that it might only be an enhanced line from Manchester to Leeds is somewhat underwhelming. An HS3 to boost northern England would run from Hull to Liverpool, creating a coast-to-coast corridor of growth. Electrification of the lakes line shows that our ambition in the south lakes has paid off, but that optimism is challenged when it comes to the Furness line. I want that to change. The line serves a uniquely booming industry, Britain’s most important tourist destination—the Lake district—and a growing and vibrant residential and commercial community in South Lakeland. There is no logical reason for the Furness line to be anything other than equally booming. My plea to the Minister is to use her influence to prevent the mistakes that would undermine that success, and to instead back a winner.

[Mr Philip Hollobone (in the Chair)]

We lost seven minutes to the Division, so the debate will now finish at 4.37 pm, which means that the halfway point will be at 4.22 pm.

[John Woodcock (Barrow and Furness) (Lab/Co-op)]

It is a pleasure to serve under your chairmanship, Mr Hollobone. I congratulate the hon. Member for Westmorland and Lonsdale (Tim Farron) on securing this debate, on making such an excellent case, on being generous in his words and on giving me the chance to contribute. Before I move on to the substantive part of my speech, I echo his words about Peter Robinson, whose death was a sad loss to his family and the community.

There has been much talk about investment in the northern rail network over the past few days, but once again, the so-called HS3 proposal concentrates on linking the major cities of the north, ignoring smaller towns and communities. It comes down to the kind of country we want to be. If we are not prepared to see smaller communities decline and fade, it is not good enough just to say it. Our rail links in the south Lakeland and Furness area are just as vital as those anywhere else, and yet in the case of the Furness line they are under threat of being downgraded.

Amazing things are happening in south and west Cumbria in addition to the great potential of the visitor economy. We have the most advanced manufacturing in the country at Barrow shipyard, which will be taking on an extra 1,000 people in the years to come; civil nuclear expansion up the west coast; cutting-edge biopharmaceuticals at GlaxoSmithKline in Ulverston; offshore wind; and increased estimates of gas reserves in the Irish sea. This is an economy powered by entrepreneurial talent and an incredibly skilled work force, but we need the Government to play a role in tackling our biggest challenge, which is geographic isolation.

We know that the Government can act. Just yesterday, Ministers confirmed £2.8 million to rescue the air link between Newquay and Gatwick. In many ways, the south-west peninsula’s transport situation resembles that of south and west Cumbria, and yet the potential economic, energy, defence, and research and development contribution to the nation that would be unlocked by the Furness line is significantly greater than that of links in the south-west peninsula.

I am proud to have launched the Cumbria Better Connected campaign, and to have seen the way that people have rallied around it. When I questioned the Secretary of State for Transport last week, he promised to read our report carefully; in truth, he may have meant that he wanted the Minister who is here today to read it carefully. The report makes it clear that not only is the current service on the Furness route already below the required standard but that the threat to direct services to Manchester and its critically important international airport has the potential to damage our economy severely, putting in jeopardy all our amazing potential.

My constituents have already seen our rail service deteriorate in recent years. In addition to the cuts to services that my hon. Friend outlined, we have of course seen the reintroduction on the line of the depressing Pacer units, which are 30-year-old buses on rail bogies and which are completely unsuited to journeys of more than an hour along the Furness line. Now the axe hovers over the direct service to Manchester again. The recently closed consultation about the new specifications for the Northern and TransPennine franchises raises the possibility of removing Barrow and Ulverston’s direct trains to Manchester entirely, downgrading them to stopping services or diverting them away from the airport. Electrification of the rest of the TransPennine network leaves Furness as a diesel outlier that is under threat of returning to a branch line, which is hardly fitting or suitable for an area that is about to receive industrial investment on the scale of the investment in the London Olympics.

I would be grateful if the Minister could answer the following questions. When will the Government publish their response to the consultation on the Northern and TransPennine franchises? Will she listen to the clearly expressed voices of the passengers and businesses in the area saying that a fast, regular and high-quality direct service from Barrow to Manchester airport is essential for the area? Will the next franchise holder be provided with modern and fast diesel units, enabling them to operate on the busy west coast main line, regardless of whether those services are part of the TransPennine or Northern franchises? Given the ongoing need for such units in the north on routes such as the Furness line, will the Minister prevent any further transfer of express diesel trains to other areas, which—as my hon. Friend has said—happened with nine TransPennine units that moved to the Chilterns? Will she commit to the removal of Pacer units from the Furness line at the very earliest opportunity, please? And finally, so that representatives of Cumbria do not have to restage this battle every few years, will she ensure that, as my hon. Friend suggested, a serious study of the economics and practicalities of electrifying the Furness line features in future Network Rail work programmes?

[Mr Philip Hollobone (in the Chair)]

I call the Minister with responsibility for rail to respond to the debate.

--- Later in debate ---

[Claire Perry]

Part of the direction of travel is to allow operators to change services, especially when there is unmet demand, and I shall say a little about the overall structure of the TransPennine franchise. However, in a way it is a testament to the busyness and value of the line that the operator decided to deliver over and above the service requirement. Of course, there is still a vital weekday peak-time morning service from Manchester, which is timed to arrive before 11 am.

I reassure the hon. Members for Westmorland and Lonsdale and for Barrow and Furness that the reduction of services in no way reflects the importance that the Government place on the line. Let me put things in context. As I said, the national network suffered from decades of under-investment, and we have been dealing with huge growth in passenger numbers on an ageing and intensively used network throughout the country. That is why we need High Speed 2, of which I am a strong supporter, not only because it will reduce journey times, but because it will deliver vital increases in capacity to these north-south links. I also take the point about HS3 being a vital east-west link. The view of the hon. Member for Westmorland and Lonsdale that it should go from Hull to Liverpool will be of interest not only to passengers, but to the freight industry, as we have important freight paths across the country, running north, south, east and west. That is why the delivery of this £40 billion rail modernisation programme—the biggest investment since Victorian times—will transform services right across the country, especially across the north of England, where there has not been investment for decades. There will be more capacity, better connectivity, shorter journeys, cleaner trains and greater reliability.

Hon. Members will have seen the improvements in the stations to which our constituents travel. The new Manchester Victoria station is nearly complete, and other schemes will follow. I say gently to the hon. Member for Barrow and Furness that the last time the Northern and TransPennine Express franchises were let in 2003 and 2004 by the then Labour Government, that was done on a zero-growth and zero-investment basis, which was an incredibly short-sighted decision. If we believe in growth throughout the country, we have to invest in the vital rolling stock that moves people and goods around. I am passionate about the need to change that mindset, which is why these enormous capital investment programmes are coming to fruition. We have signed the agreement to provide the first electric trains on the Northern Rail network at the end of 2014.

To refresh hon. Members on the timetable for the letting of the franchises, earlier this year we launched the competition for the TransPennine and Northern franchises. The process is due to start in February 2016. Planning for passenger growth and better services will be at the heart of those franchises. Crucially, we are taking the franchises forward in concert with local authorities. I do not underestimate the importance of the involvement of Rail North and Cumbria in specifying what these communities need and what the service should look like. We do not want to leave that to officials sitting in Whitehall. We want local communities to say what is important to them, what services work and what sort of trains are required to run those services.

The hon. Gentlemen raised a vital point about the importance of rail to the overall economic vibrancy of a region. We cannot think about rail just in a silo. It is a vital part of stimulating economic growth and also of responding to economic growth. As we heard, this is an area that is attracting huge investment from a business point of view.

The consultation posed tricky questions about the future operation of the Furness line, and it is important to ask tough questions so that we get answers. We asked about the appropriate number of through services and shuttle services to Lancaster, and the more than 20,000 responses to the consultation that we received enable us to see how we can design the specifications for the two franchises. I assure hon. Members that we are giving careful consideration to views that are expressed. They will understand why I cannot go into details, but the invitation to tender will answer a lot of the questions, and that will be issued in December.

The question of the class 170s has been raised several times. Hon. Members have my personal commitment, along with that of the Department, that the cascade problem will be solved by the end of the year. The situation is unfortunate, but there is a huge desire to resolve it and to ensure that there is no interruption in rolling stock.

Work is already being led by Network Rail to consider the strategic priorities for further investment for the next control period, starting from 2019. Again, as the hon. Member for Barrow and Furness rightly pointed out, rail investment cannot be thought of in a narrow cost-benefit silo within the Department. We have to think about gross value added and the vital importance of connectivity to economic growth, and such thinking will inform future investment strategies for the railways.

Of particular interest to the future of the Furness line will be a refresh of the industry’s electrification strategy, on which consultation is due next year, and the northern route study, on which work is due to start in 2016. I understand the importance that the hon. Gentlemen place on the future electrification of the Furness line. I hope that they are both aware that the Secretary of State announced last December the creation of the northern taskforce, which is made up of three north of England MPs and two council leaders nominated by Rail North, with representation from Network Rail, to advise on priorities for the next generation of electrification projects in the north of England. The task force is chaired by my hon. Friend the Member for Harrogate and Knaresborough (Andrew Jones), and its members include my hon. Friend the Member for Redcar (Ian Swales) and the hon. Member for Bolton West (Julie Hilling). It is considering all remaining non-electrified rail lines in the north of England, including the Furness line. Its interim report is due in early 2015 so that the recommendations can be put against Network Rail’s draft electrification strategy.

We will continue to hear how the Government are progressing HS2, which will provide the capacity and connectivity that the country needs in the long term. As I said, the Prime Minister and Chancellor have given their backing to the development of HS3 to create a northern economic powerhouse.

I shall try to answer the specific questions asked by the hon. Member for Barrow and Furness. If the hon. Member for Westmorland and Lonsdale would like to write to me about some of the specific things he asked today, just to make sure I get the full detail, I would be delighted to respond.

We are expecting a response to the 20,000 consultation responses at the same time as the invitation to tender is published in December. We will of course listen to all views before taking decisions, and I will be happy to meet any or all hon. Members affected. New diesel rolling stock is absolutely vital, and I want to flag up that although electrification is a hugely important part of the rail strategy, passengers want to be able to get on a train, have a reliable journey and pay a reasonable amount for their tickets, and that may well sometimes involve a diesel train. Even if there is an electrification ask further down the line, it should not prohibit us from putting in place new investment right now.

The point about the Pacers—the buses on bogies—which I saw lined up at Doncaster station only last week, was very well made by the hon. Member for Barrow and Furness, and he is not the first to make it. He will know that the ITT will ask for a fully priced option to replace the Pacers. However, I am told, following reading through responses to the consultation, that there may be times when the use of a Pacer might be appropriate. Indeed, local communities have said they would rather have a Pacer than nothing at all. I do not want to make blanket statements about Pacers, but I do take the point about using them on commuter lines, as many people have explained their shortcomings.

I hope I have answered the majority of the questions that I have been asked. I hope also that I have been able to provide some reassurance to the hon. Gentlemen that the Government are addressing the problems that have held the railways back in this country, which invented the railways, for so long. For me and for the Government, investment in railways is investment in growth, and that is just as relevant to the Furness line and to south Cumbria—

[Mr Philip Hollobone (in the Chair)]

Order. I am sorry to interrupt the hon. Lady, but that debate has pulled into the station.

Oral Answers to Questions

Philip Hollobone Excerpts

Thursday 23rd October 2014 Commons Chamber

[Claire Perry]

No decision is taken by me—I speak as a keen cyclist and someone with young children who are out on the roads—and my Department without careful consideration of the impact on road safety. Those speed limits have been in operation since 1960, since when technology in our road traffic and HGV fleet has advanced dramatically, and deaths and injuries caused by HGVs have declined substantially. We have assessed the deaths that might occur from the change, but we have also assessed the impact of not needing to overtake platooning lorries driving far below speed limits that already apply to other large vehicles such as coaches and caravans. I suggest that the hon. Lady speaks to hauliers in her constituency, such as Williams Haulage, which deliver vital services for the country. They are investing in safe-truck technology and they really welcome the changes.

[Mr Philip Hollobone (Kettering) (Con)]

The country faces a national shortage of 40,000 qualified HGV drivers, which is acting as a brake on national economic growth. Will my hon. Friend agree to meet me and Knights of Old, a distinguished lorry operator in my constituency, and the Road Haulage Association, to see how the Government might fund a package of vocational driver training and recruitment?

[Claire Perry]

I am always reluctant to make funding commitments for the Government, but it would be a pleasure to meet my hon. Friend and his constituents. This is a vital industry for Britain and a core part of economic growth, so it would be a pleasure to listen to representation about how we might improve the skills of drivers.

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[Tom Brake]

I am afraid that I am not in a position to change my earlier response. Urgent questions provide a route to raise urgent matters. The complexities of devolution are a fact, which makes it more difficult for Members to ensure that their question is pertinent to topical questions and is one to which Ministers can respond.

[Mr Philip Hollobone (Kettering) (Con)]

I support calls for topical questions for Northern Ireland but also a review of topical questions in general and, in particular—despite the great skills of Mr Speaker—the almost impossibility of fitting in all the topical questions to the Deputy Prime Minister.

High Speed 2 (Warrington)

Philip Hollobone Excerpts

Tuesday 2nd September 2014 Westminster Hall

[Mr Philip Hollobone (in the Chair)]

The Minister has brought the plane into the terminal bang on time. We now switch from planes to trains, because we have an important debate on the effect on Warrington of the proposed route of High Speed 2, in the name of David Mowat. Will all of those who are not staying for this debate please leave the room quickly and quietly so that the train can leave the platform on time?

[David Mowat (Warrington South) (Con)]

It is a pleasure to serve under your chairmanship for this important debate, Mr Hollobone—it is also a relief not to have to follow the French accent of the Under-Secretary of State for Business, Innovation and Skills, my hon. Friend the Member for Mid Norfolk (George Freeman).

I have been a Member of Parliament for four and a half years and, in that time, I have spoken in about five debates on HS2. In each of them I have been consistent in my support for the project. I have said at various times that the project should go ahead not because of what happens in other countries, but because there is a business case: the economic and strategic benefits are there and the cash flow exists. Moreover, we are doing what we can to redress the failure of successive Governments to invest adequately in infrastructure in the north of England, as opposed to the south-east.

While I reiterate my support for the project as a whole, I will talk about one aspect that affects Warrington, colloquially known as the Wigan spur: 40 km of line that, as far as I can understand, has no purpose and no business benefit and represents an opportunity for the HS2 project to save £1 billion without affecting the benefits. I see that my hon. Friend the Member for Altrincham and Sale West (Mr Brady) has joined us on that point.

For clarity, Mr Hollobone, this debate was called for jointly by the hon. Member for Warrington North (Helen Jones) and me. Therefore, with your indulgence, I will speak for 10 minutes, she will speak for 10 minutes —the Minister, generously, has agreed that that works for him.

The benefit-cost ratio of HS2 is something like 2.3:1, which is driven by capacity constraints. Indeed, my view—the Minister might be pleased to hear this—is that that is a conservative estimate, because that is based on demand growth increases of 2.2% between now and 2036 and then no increase after that. If we make any kind of assumptions about growth requirements after 2036, the BCR will be massively greater—I think it would be £4 of return for every £1 spent.

As we turn to the impact on Warrington, I have no quarrel with the fact that Warrington Bank Quay is not a primary station on the line. Not every station can be primary and Warrington is situated pretty close to Manchester airport as well as to Manchester. When talking about this project Lord Adonis has said that

“while everyone wants the stations, no-one wants the line.”—[Official Report, House of Lords, 19 November 2013; Vol. 749, c. 909.]

and that is true. I am not here as a nimby and nor is the hon. Member for Warrington North. If there was a purpose in the line scything through our constituencies—her constituency in particular—we could have a more balanced discussion. However, try as I might, I cannot find the benefit of that spur to Warrington or anywhere else in the country.

Warrington Bank Quay is an important station. In terms of the north-west, Warrington is not Leeds, Manchester, Liverpool or Sheffield, but we are a sizeable town and we punch above our weight in economic clout. The Centre for Cities report placed Warrington in the top four in the UK on a range of metrics and economic impacts. We were third for employment and fifth for the ratio of private sector to public sector jobs—we have a very small public sector. There are pockets of deprivation but, by and large, Warrington is a prosperous place. It is important that that prosperity continues and that HS2 contributes to that. I believe that it will.

The 50,000 extra jobs predicted to be created in the north-west will have an impact on Warrington. I have read the regional business analysis that estimates some £100 million of benefits a year for the town. My issue is that none of that comes from the line being built north of Manchester.

The line will be about 40 km long and a massive engineering endeavour at a cost of about £1 billion. It will cross the M62; the Manchester ship canal, with a viaduct about 30 metres high; the M56 twice; the East Lancs road; the Warrington Central line; and the Mersey. A young engineer with an infinite budget and a computer-aided design system must have spent a great deal of time designing it, because the challenges were tremendous. What the line does not appear to have, however, is any business benefit.

In terms of the effect on my constituency, admittedly only 1,000 metres of the line will go through my patch and, in the 200 or 300 metres either side of it, probably only seven or eight buildings will be affected. That is not to say that those affected are not badly affected—Gareth and Steph Buckley, Malcolm and Margot Pritchard, George and Clare Worth and Thomas and Maureen Uttley are all massively blighted by this—but the hon. Member for Warrington North will talk in more detail about the impact on her constituency and constituents, which is more significant.

What is that impact for? I thought that the line must be the first bit of phase 3, to get to Scotland, but then people said, “No, it has not been decided yet whether phase 3 will go north along the west coast or the east coast.” Indeed, it seems that there are arguments for phase 3 going up the east coast, so it is not apparently a precursor for phase 3.

What about the speed advantages? I have been advised in written answers that the speed advantage of this line means that the three trains an hour coming down from Carlisle and Preston—and Glasgow, I guess—will get to their destination 13 minutes faster as a consequence of scything through Warrington. Again, that cannot be rational, because we are now agreed that we have moved away from a business case based on speed to one on capacity, but capacity will not be increased.

What I accept the line does provide is a depot in a place called Golborne in Wigan. For a long time I thought that the people of Wigan were determined to have that depot in Golborne and had lobbied very hard to get this—what appears to me irrational—huge piece of engineering, at a cost of £1 billion. I am informed, though, that the right hon. Member for Leigh (Andy Burnham), is adamant in his opposition to it, as are many of his colleagues in that area, so that cannot be the reason.

I hope that the Minister can shed some light on why this is being done. To reiterate, I have read carefully the economic case and the strategic case that show no benefits pertaining to this line. The benefits all come from productivity and the agglomeration benefits of Leeds, Manchester, Liverpool and Sheffield all being better connected to themselves and Birmingham and the capital. The regional case does not provide anything either.

I accept that we need a depot somewhere, but I cannot conceive that we need to spend £1 billion and put so many people through so much hardship in order to have a depot at this site in Wigan. I cannot conceive that there is not another place to put the depot that would not go through my constituency and those of my hon. Friend the Member for Altrincham and Sale West and the hon. Member for Warrington North in the manner proposed. Unfortunately, when something such as this happens on my patch, it brings into question the value of engineering, design clarity and other parts of the project that I do not know about. It may well be that the line was designed before Crewe station was upgraded and that, therefore, the necessity for it has diminished.

I accept—I should have said this earlier—that the final position on the route is still out for consultation and the debate is timely for that reason. I accept that the Government have not made a final decision on the matter, which is why the hon. Member for Warrington North and I—and other colleagues—are so keen for this to be done.

Perhaps the Minister could respond by just confirming that there is no decision that the line to Scotland will necessarily go north out of Warrington when the time comes for phase 3, which could, in any event, be in 50 or 60 years, and that is not the case that we are having to spend £1 billion to situate a depot. Perhaps he could also quantify the benefits, if he is able to, in terms of revenue and other benefits that were mentioned to me in a written answer, which implied that £1 billion worth of benefits would accrue.

In summary, this is a good news debate, because I believe that I have found a way of saving the Government £1 billion. We will come in with an under-run on HS2 and we will all be heroes, and my colleague and I can go back to Warrington happy.

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[Mr Goodwill]

She was. That engagement will continue as we develop our plans for HS2. The Government are keen to get as many views as possible to ensure that the phase 2 route of HS2 will be the best that it can be. We want, as far as possible, to reduce the impacts on people and the environment, so that not only will the towns and cities in the midlands and the north get the connections that they need to thrive, but HS2 will be taken forward in such a way that it realises the full benefits of the scheme for the country as a whole.

[Mr Philip Hollobone (in the Chair)]

We now move on to another important debate, which is on the Massereene barracks shooting in 2009.

Oral Answers to Questions

Philip Hollobone Excerpts

Thursday 10th July 2014 Commons Chamber

[Stephen Hammond]

It is not often that I would dare to correct the hon. Lady, who chairs the Select Committee on Transport, but she clearly was not listening to my two previous answers. A solution has been identified. We are in commercial discussions and we will be making a formal announcement this summer.

[Mr Philip Hollobone (Kettering) (Con)]

Four trains an hour leave St Pancras destined for the north of England, with rolling stock through Kettering, but only one an hour stops at Kettering, so we have only an hourly service northbound, whereas we used to have a twice-hourly service northbound. Will the Minister speak with East Midlands Trains to give us our old service back?

[Stephen Hammond]

I thank my hon. Friend for his campaign on behalf of his constituents. Not only will I speak to East Midlands Trains about the issue, to ensure that his point is heard, but I am sure that he will want to catch me later to stress the point further.

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The Leader of the House was asked—

[Mr Philip Hollobone (Kettering) (Con)]

5. For what reasons he has not brought forward proposals to implement the coalition agreement commitment to set up a House business committee.

[The Deputy Leader of the House of Commons (Tom Brake)]

The reasons for not bringing forward proposals for a House business committee were set out in full last December when the Government responded to the relevant inquiry of the Political and Constitutional Reform Committee.

[Mr Hollobone]

Allowing the House of Commons to timetable its own programme while allowing for sufficient time for the Government of the day to get their legislation through is a really good idea and was perhaps the best feature of the coalition agreement. Does my right hon. Friend share my disappointment that this key part of the coalition agreement has been dropped?

[Tom Brake]

I am sure that my hon. Friend will be as aware as I am that, in trying to identify a consensus around which the House could coalesce in relation to the House business committee and the need for it to be able to take into account the successful establishment of the Backbench Business Committee and what is happening in the House of Lords, it was in fact impossible to come forward with a proposal that would satisfy all Members.