Ansford Railway Bridge

Tessa Munt Excerpts

Wednesday 16th October 2013 Commons Chamber

[Mr David Heath (Somerton and Frome) (LD)]

I am grateful, Mr Deputy Speaker, for this opportunity to do something that, as a former Minister, I have been unable to do for the past three and a half years, which is to raise an issue in the House, on behalf of my constituents, in an area that was not my responsibility as a Minister.

There is a considerable groundswell of opinion in my constituency about the closure of a railway bridge in Ansford, very close to Castle Cary railway station, closing the A371, which runs through my constituency. The reasons for the disquiet are the length of the operation that Network Rail is effecting, the consequences for the local economy, the inconvenience to local people and the fact that those could have been mitigated with a bit more care on the part of the railway company. Having said that, I think we all understand the reasons for the bridge closure. It is an essential maintenance requirement; it is not in anyone’s interest that we have bridges over railways that fall apart and cause trouble. We all realise that occasionally significant works have to be done.

The closure of the A371 was originally mooted as a 24-week closure beginning in September 2012. I intervened, mainly because I felt that the notice given to local businesses and people was entirely inadequate, that no consultation had taken place—to anybody’s knowledge—and that it was simply inappropriate, in effect, to close down the town of Castle Cary over the Christmas period, with all the consequences that that would have had. To give credit to Network Rail, however, after those complaints, it recognised that there was a problem. It attended a meeting held in the area and listened to local people’s concerns, and it went away, determined to postpone the work and undertook to see how the works could be done in the shortest time and with the least effect on the local area. It then came back with a project to start in July this year, which it did, and to end, we hope, in mid-November—a 19-week period.

Let me be clear, however: 19 weeks is a very long time for a major road to be closed. It would cause enough disruption in a metropolitan area, but of course there would be alternatives. In rural Somerset, there are no easy alternatives, and the diversions are considerable. For light cars, it is 17 miles; for heavy goods vehicles, it is 32 miles, which represents a significant extra cost for companies whose main business is either freight or the delivery of products elsewhere in the country. South Somerset district council has estimated the consequences for the eight largest companies in the immediate vicinity of the road closure. Its reasonable estimate is that the additional cost for those companies alone is in excess of £1 million and that it will cost smaller businesses at least another £1 million. All that is without reference to the inconvenience and disruption to individuals. It might mean an extra 12 miles on the way to school or to work in the morning or added inconvenience for those rushing to catch a train at Castle Cary, one of the few viable train stations in my constituency providing a service to London. It is now difficult to get to it from one direction at least, which causes great difficulty.

If we were talking about a council—or, I would like to think, a Department—every effort would be made, as far as possible, to fit things in with local needs. Public accountability suggests that the organisation involved would be desperately trying to reduce the economic and social effects to a minimum, but Network Rail is of course not publicly accountable in that way, other than through the Department for Transport. Indeed, I am afraid to say that there appears to be no evidence that it believes it has any wider responsibility, other than to minimise its costs and do whatever is most convenient to itself. That is why local people are so upset.

I am glad to see the Minister here this evening, but I know that he cannot provide me with an enormous amount of comfort, nor do I expect him to—I know that because at the start of this work I was in correspondence with the then rail Minister. I know, too, that the Secretary of State for Transport has had discussions on this very subject with Mr Richard Fry of Frampton’s—a constituent of my hon. Friend the Member for Wells (Tessa Munt) and a representative of a freight company that is one of those most affected—yet all to no avail. In fact, if the Minister has been given the same brief as his predecessors—who is to know whether his civil servants have rewritten it?—he might employ the following sentences: “Network Rail is a private sector company limited by guarantee. The scope and duration of its engineering works are operational matters for the company in which Ministers have no powers to intervene.” If he finds that in his notes, I hope he will omit it and take it as read, because I know that that is the case. However, it in no way alters my contention that proper pressure should be applied on public bodies such as Network Rail.

My reason for securing this debate is to say that that answer and its consequences are simply not good enough, and things could be arranged better. Let me cover some of the things that might have been considered. One of the clear views expressed by my constituents is that, given such an enormously disruptive road closure, then ’twere best it were done as quickly as possible—that the minimum amount of time should be taken. That would involve working rather more than the minimum periods available, in order to get the job done. We discussed with Network Rail the possibility of night working—indeed, conditions could not have been better for evening or night work over the last few months—but that has not been forthcoming. We could have had weekend working, but no work has been done at weekends. We could also have had arrangements to provide for temporary daytime access or, if that were not possible, night-time access when no work was being done, but that was inconvenient and was not done either.

I know that with every major civil construction project people will say, “Nobody ever seems to be working on it.” Sometimes work is done that people are not aware of and sometimes a refractory period is necessary while concrete sets, for example. I understand that, but I assure the Minister that no one in the local area discerns any sense of urgency with this work. There is no sense that people are trying to get it done in the minimum amount of time. Indeed, they are simply dawdling their way through the project, with all the effects that that has.

[Tessa Munt (Wells) (LD)]

I agree with my hon. Friend wholeheartedly. I have written to the Minister about this matter, because a huge number of my constituents have been inconvenienced. I have also written to the company concerned, but at no point has it agreed to do anything like consider double working, triple-shift working or anything else that might avail the local community or Frampton’s, which my hon. Friend has already mentioned, and the other transport companies. Does he agree that that is the least that the company could have considered?

[Mr Heath]

I absolutely agree with my hon. Friend. I know that her constituents are feeling exactly the same pressures as mine are. This is not just a problem of unwillingness to think about the situation. It seems impossible for anyone—the Minister or anyone else—to apply pressure on Network Rail to make it acknowledge its responsibility to the local community. Closing a road has consequences, and it must be done for the minimum amount of time.

Network Rail could also have looked at alternative ways of undertaking the project. Such alternatives were offered, but they were rejected. It was suggested, for example, that temporary alternative bridge work might be put in place, but Network Rail was not prepared to consider that, on the ground of cost. Instead of repairing the bridge, it might have considered replacing it with a prefabricated alternative, which would have avoided the long delays altogether. Again, that was not considered. I understand that the Army offered to build a Bailey bridge as a temporary replacement. It offered to do it for free, as it would have found it a useful exercise; Network Rail would not have had to pay for anything except the pier supports. Again, the offer was rejected.

There are other things that Network Rail could have done to make life easier for local people. I mentioned that people are having difficulty getting to the railway station from Castle Cary, two miles away, simply because the link between the two is closed. However, they could have reached it if car parking had been provided on the right side of the closure, because people could have decamped by footpath from there to the station. That car parking was offered. Indeed, I understand that Michael Eavis, who runs the Glastonbury festival, offered to provide free use of the metal surfacing that he uses in his festival car park, to create hard standing in a field on the right side of the road closure, which would have helped local people. Again, that offer was not entertained by Network Rail. Apparently it is not even interested in getting people to use the railway if it is going to cost money.

Even the things that Network Rail did undertake to do have not been done satisfactorily. It said that it would provide full signage to show that the affected businesses were open, but the signage was still not in place long after the closure had been effected, and the businesses lost money. The signage that was eventually put up misled people. The situation on the ground is quite complicated, and I do not expect the Minister to understand it, as he is not a Somerset man. However, there is a road called the B3153, which goes from Castle Cary across a railway bridge that everyone assumes is closed, even though it is not, to places in the constituency of my hon. Friend the Member for Wells. The signs simply say that the railway bridge is closed, and everyone assumes that they refer to that railway bridge. Businesses have lost revenue as a result. The advertisements that were supposed to be in all the local newspapers and on local radio never quite transpired in the way that was suggested. Whenever anyone mentions compensation, people get very tight-lipped indeed. There is no suggestion that anyone will be compensated for these problems.

As I have said, the consequence of all this is that the estimated cost to the major employers in the area is about £1 million. In our terms, these are big local employers. They supply dairy products, veterinary supplies and pet foods. The cost to the largest one alone will be £350,000, because of extra fuel burn, the need for dual-crewing in order to meet the working time directive, and extra wages costs. These costs all add up. There will also be extra costs for the council as a result of damage to the highway network because, sadly, heavy goods vehicles are using inappropriate roads.

I do not believe that any of this was necessary. Network Rail could have done a better job for local people. I say that because an example from elsewhere has been brought to my attention. Work was recently done by Network Rail in Lewisham. I have no doubt that it involved important track work, and it cost £9.5 million. That includes £2.5 million to ensure the safety and protection of a wildlife area. I think it is good—no one should get me wrong on this—that money is being spent to protect such an area, but I would have liked that money to be invested not just because of Network Rail’s fear that wildlife protection groups would be on its back; I would have liked it to consider Somerset people as well—people who are losing their jobs and their livelihoods in local businesses as a result of what Network Rail proposed. I think £2.5 million would have paid for all that shopping list of mitigating factors.

This provides an object lesson in how not to take into account the needs of the local economy and the interests of local residents. I ask the Minister to consider this issue. If it were not a road that was closed, but a railway line, do we honestly believe that Network Rail would not have worked absolutely round the clock to get the line opened again—because its revenue would be affected? Do we not believe that Network Rail would have used every possible measure to maintain some traffic along the line, whether it be in one direction or the other, in a way that has not happened in the case of this road? In those circumstances, it would not have been 19 weeks; it would certainly not have been a five-day-a-week, 9-to-5 job.

Network Rail has done itself no favours whatever in community relations. I have to say that this is not the fault of the local community relations managers, who have been doing their level best to be as helpful as they can be within the constraints set by head office. The overall policy of Network Rail here, however, shows absolutely no regard for local interests. That is what concerns me—the attitude displayed by Network Rail. If anyone wants an indication of that, let me say that I wrote to the chief executive on 5 September, asking about the progress made on the scheme, asking when it could be expected to finish and asking when we could expect to see some of the accelerated work that had been promised. I received an acknowledgement on 11 September; I am still waiting for a substantive reply. I think that tells us everything you need to know, Mr Deputy Speaker. I hope that the Minister will be able to tell me that Network Rail is not completely oblivious—or will be made not to be completely oblivious—of the interests of the local communities that, as a public company, it is supposed to serve.

[The Parliamentary Under-Secretary of State for Transport (Stephen Hammond)]

I congratulate my hon. Friend the Member for Somerton and Frome (Mr Heath) on securing tonight’s Adjournment debate. The closure of the A371 is clearly a subject of great importance to him—and to his hon. Friend the Member for Wells (Tessa Munt)—and he spoke eloquently about it. I noted in his opening remarks that he thought Network Rail had been rather slow in its response, so I hope to be a bit faster this evening. I noted, too, that he was not sure whether I could say much from the Dispatch Box tonight to indicate that actions were on the way. I have, however, picked up some things from his speech on which I hope to able to give him some reassurance.

My hon. Friend referred to his main concerns on behalf of his constituents and to those of the leader of South Somerset district council seen in an exchange of correspondence earlier this year with the then rail Minister, my hon. Friend the Member for Lewes (Norman Baker). As I think my hon. Friend the Member for Somerton and Frome knows, that Minister and my officials have already raised concerns with Network Rail, particularly about the possibilities of single-lane operation or putting a temporary bridge in place. I hope to address a couple of those points tonight, and I shall certainly take note of my hon. Friend’s last remark—that he has failed to receive a reply from the chief executive of Network Rail since 5 September. By any standard, that is not acceptable behaviour, and I shall certainly ensure that my officials speak to Network Rail tomorrow morning to get that response for him.

I listened to my hon. Friend set out the issues. As he rightly says, I am not a Somerset man, so my understanding of them is clearly not as great as his. None the less, we all accept that the road is an important one for the local community. The location between Castle Cary station and the B3153 has an impact, as it falls under the responsibility of Somerset county council as the highways authority. Following routine inspections by Network Rail, there was widespread agreement that major repair and strengthening to the bridge was necessary; otherwise, the modern traffic loads that use the route would be unable to do so, and there would be no certainty of the continuing safety on the railway.

It is disappointing, however, that the repair and strengthening work for the overbridge, as my hon. Friend said, started on 8 July and is expected to run until the end of November. That is partly to do with the extra works that Network Rail is putting in place. I am not sure that the full benefit of those extra works has necessarily been explained, perhaps because they will benefit the company in the constituency of my hon. Friend the Member for Wells. It is normal practice for Network Rail to prepare bridges of local authority roads to the statutory requirement to be able to carry 24 tonnes. That is covered by a national programme of assessment known as Bridgeguard 3. To implement that, there is a national cost sharing agreement with local authorities. There is no obligation on Network Rail to bring the strength of its bridges carrying roads up to the standard to carry modern freight. It is generally accepted that the load-bearing capacity to accommodate modern highway standards is 40 tonnes. Certainly, one reason for the delay and elongated works, which I accept has caused the suffering experienced by my hon. Friend’s constituents, is the increase in the strength of the bridge to 40 tonnes, which will allow greater facilitation of the local economy. That is taking longer than expected.

My hon. Friend also asked why it was not possible to consider doing the construction work in two halves. Had that been possible, it would have been done, but had that happened, the scaffolding required to access the outside of the bridge girders would have had to be mounted on the bridge deck, which would have made it impossible for the railway service underneath to continue. That is why the work could not be undertaken in two halves.

[Tessa Munt]

Surely if the flipping Army can build something in 24 hours, something could be created. If motorway bridges can be prefabricated, formed off site and rolled into place, and it takes 12 hours, why cannot something have been done in this case?

[Stephen Hammond]

I am coming to the construction of a temporary bailey bridge. I know my hon. Friend listened carefully to my remarks about strengthening the bridge to the level of 40 tonnes, and that is one reason for the delay. None the less, I am not trying to excuse the fact that the work will take 19 weeks. I understand the impact on local constituents, and my hon. Friends can be assured that this will be one of the issues that I will raise when I next meet Network Rail in my new role, as I expect to do in the near future.

Some issues were raised about why certain things may or may not have been possible. Consideration was given to whether a temporary bailey bridge could be installed while the main bridge was closed. I understand that the cost of the installation of the bailey bridge might have been greater than the cost of the refurbishment project itself. I must confess that what my hon. Friend the Member for Somerton and Frome said about the offer to build it at no cost was news to me.