Rail Services
William Wragg Excerpts(1 year, 9 months ago)
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Mr Harper
I would say a couple of things. First, I did see the hon. Lady’s tweet, which is why I set out clearly the position with respect to the train service that was disrupted this morning: there were two services that were part-cancelled, and the rest of Avanti’s services this morning were running perfectly all right. The issue with the cancellation was to do not with Avanti, but with Network Rail’s performance.
On the hon. Lady’s second point, I come back to what I said earlier. I am not pretending that Avanti has fixed its performance or that it is up there with the best-performing train operating companies—far from it—but the question I faced was whether it had done enough to demonstrate that it was capable of turning its services around. I have set that out, and I will not try the patience of the House by saying it all again. It has made a significant improvement—enough to justify an extension until October. Is there more to do? There absolutely is. The hon. Lady is right to make that strong argument on behalf of her constituents, and we will hold the company to account.
Mr William Wragg (Hazel Grove) (Con)
My right hon. Friend is the antithesis of the Fat Controller, but may I thank him very much indeed for all his efforts in securing a satisfactory agreement with the unions recently? Owing to the complete shambles that at times we see from Avanti, which purportedly seeks to run a rail service, there will be concern among my constituents. Has my right hon. Friend reflected on the question of over-promising in bidding for franchises? Will his judgment of Avanti’s success or otherwise over the next six months be conditional on improvements such as the ability to book tickets further in advance than is currently possible?
Mr Harper
My hon. Friend is quite right, and I will take his initial comment in the spirit that I am sure he intended. We will judge Avanti in the same way that it is judged on the fee that it earns: on its operational performance; on the experience of its customers; on its financial management; on how it works with Network Rail, other train operating companies and other stakeholders; and on the fundamental performance that it delivers in its timekeeping, its punctuality and its level of cancellations. It will also be judged on its customer service experience. It is quite right to say that it has had some issues with the ability to book tickets ahead, and over the past week it has had some issues with its website. It knows that it needs to fix those issues and that we will hold it to account, as will my hon. Friend.
Oral Answers to Questions
William Wragg Excerpts(3 years, 3 months ago)
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Chris Heaton-Harris
I thank the hon. Lady for her very good question. As I mentioned earlier, Great British Railways is in its formative stages, but I will happily work with her and the accessibility groups that she mentioned so that we can help to guide people through any new systems that come forward.
Mr William Wragg (Hazel Grove) (Con)
Chris Heaton-Harris
Antidotes and doctors! Following his question to one of my colleagues yesterday, I was not sure that my hon. Friend was all that keen on vaccines—or vaccine passports, at least.
I am obviously well aware of my hon. Friend’s bid for the Ashton-to-Stockport line, including the Rose Hill connection, which is in round 3 of the restoring your railway ideas fund. He has kindly given me a great deal of information about the bid, and I have met him and the other proponents of it. I promise him that we are assessing the bids, and expect to announce outcomes very shortly.
Manchester Piccadilly to Rose Hill Marple Trains
William Wragg Excerpts(4 years, 3 months ago)
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Mr William Wragg (Hazel Grove) (Con)
I am grateful to have the opportunity this afternoon, like my hon. Friend the Member for North Devon (Selaine Saxby) did in the previous debate, of moving a motion in my name that is of great importance to my constituency. It concerns the services on the Manchester Piccadilly to Rose Hill via Hyde line. This is of considerable interest to my constituents and is urgent given that, from Monday of next week, there are plans for three months of complete service suspension on that route. I can also see a number of my constituency neighbours in the Chamber this afternoon, which indicates wider concern about this proposal—in addition to the concerns of my constituents in Marple, Romiley and Woodley.
Jonathan Reynolds
First, may I thank the hon. Gentleman for securing this Adjournment debate today, which is of huge importance to my constituency, his constituency and all the neighbouring ones? I have always believed that politics is about campaigning very hard for your side in an election, but sometimes you do not always win—in our experience, we did not win several elections in a row—but after that you work with people around your area to try to deliver what is best for your constituents. That is why we are all so united on this issue. As he knows and as the Minister, who has kindly already given us some time, knows, the case for Hyde is very simple. Hyde Central is the main train station for Hyde, with more than 100,000 journeys a year. To go from that to no service at all up to Christmas is just too significant a change. While we all recognise that covid has had a huge impact on a whole range of areas in British public life, to go to no service at all is simply too much.
Mr Wragg
I am in complete agreement with my constituency neighbour, which will come as no surprise to anyone at all. May I, at this juncture, mention my other constituency neighbour, the hon. Member for Denton and Reddish (Andrew Gwynne), who contributed to business questions earlier today, but cannot be with us this afternoon? I just wish to place on record my thanks to them and say that it has been a pleasure, as always, to work closely with them.
We are all acutely aware of the variety of impacts the covid-19 pandemic and associated restrictions are having on everyday life. We understand why things we have previously taken for granted are no longer possible or must be done with appropriate adaptations and caution. However, while our railways have provided a vital service to key workers—indeed, those who work on them are key workers themselves—and now an increasing number of the general public, they, too, have been impacted by this pandemic. Northern, which operates services on the Manchester to Rose Hill line, has brought forward this proposal: to temporarily suspend services in their entirety for three months. It justified it on the following grounds, informing me that the driver training programme was suspended for nearly six months, a proportion of its workforce are classified as vulnerable and have been shielding, and a number of drivers have left the company or have retired and replacements have yet to be trained. All of those points are understandable. A train driver cannot work from home. However, I cannot help but think that these issues should have become apparent much earlier and could have been better planned for. Northern’s reputation has suffered greatly from the timetable debacle and a series of strikes in recent years. Many of my constituents have said in frustration to me that they wonder whether Northern sees running a railway as an inconvenience. My constituents deserve better.
Navendu Mishra (Stockport) (Lab)
I thank the hon. Gentleman for giving way and congratulate him on securing this important debate. I know that he and my good and hon. Friend the Member for Denton and Reddish (Andrew Gwynne) are long-standing campaigners about the issues on this line. Although the line does not impact my constituency, it is very near to it, and I have been discussing it with the shadow rail Minister, my hon. Friend the Member for Slough (Mr Dhesi). Does the hon. Gentleman agree that, ever since the Government took over the Northern franchise in March 2020, things have actually got much worse than they were before, when the franchise was in private hands? I know that Northern is one of the most complained about train operators in the UK.
Mr Wragg
There is no doubt whatever that Northern’s reputation has been generally lamentable for some years. However, I gently caution the hon. Gentleman, my neighbour from Stockport, because March 2020 was also when the pandemic began, and that has brought a degree of pressure. Nevertheless, I take entirely the thrust of his argument. Like his constituents, my constituents deserve better; they deserve an efficient, regular and reliable rail service. That is why we are here today.
It is completely unacceptable to make an announcement over the summer without consultation with passenger groups, local transport bodies or elected representatives. That is compounded by the apparent lack of notice given to the Minister of State, Department for Transport, my hon. Friend the Member for Daventry (Chris Heaton-Harris), in particular given his Department’s role as operator of last resort. At this juncture, I pay tribute to my hon. Friend, who has made himself completely available to all colleagues in the House, to meet us virtually, to apply pressure to Northern and to ask the questions that need to be asked. I pay tribute to him for his work.
Jonathan Reynolds
I, too, thank the Minister. The most that any Minister can do is to make themselves available to listen to individual MPs about constituency issues. That is all we can ever ask, and the Minister has certainly done that, so I add my thanks.
It is also relevant to add something that our constituents say to us, as the Minister knows. Even in pre-pandemic times, Northern was a service with a substantial degree of public subsidy—quite rightly, because it could not be run on commercial grounds—and people therefore expect, in a sense, a greater level of respect because of that relationship. They are a partner, a contributor, through the taxes that they pay. I am a supporter of my local rail service, and I want it to have public support, but that makes it more difficult—there is no doubt about that.
Mr Wragg
Absolutely, that makes it more difficult. That is why Northern needs to know that the operation has changed. It needs to know that it has to improve, that it is perhaps doubly accountable, because of the involvement of the Department for Transport.
To remove all services on the Rose Hill line will cause serious problems for many of my constituents, including schoolchildren, in particular those who attend Marple Hall School, and commuters generally. It flies in the face of the Government’s laudable desire to ensure that people can go about their lives using covid-secure public transport. The jargon of the rail industry—“securing timetables” or “keeping customers on the move”—is surely not achieved by wholesale suspension of services. It is high time that the line from Piccadilly to Rose Hill via Hyde was properly regarded by all as a valuable rail route, with enormous potential for the future. That ambition is already recognised by the public, given the increased passenger numbers over recent years. We cannot allow the line to be disregarded for administrative ease.
The excellent work done by local friends groups to champion and enhance stations must be recognised. I know how much work it was for the friends groups from my own area, including Rose Hill station, Marple and Romiley, to name but a few, and how much work they have done to oppose the proposals. Such groups are more than just responsible for the hanging baskets and the planters, even though—if I may plug this—Rose Hill station won the award for the best-kept station in Cheshire in 2019. Notwithstanding that, they are an integral part of understanding the needs and concerns of passengers. We must do all we can to engage with them properly and to value them.
I do not want to waste any more time this afternoon lamenting Northern’s past record. Now is the time for change and action. I need to hear the following from my hon. Friend the Minister—I hope he will forgive my assertiveness—who has been very helpful throughout the summer in seeking a solution: what will he do to stop a complete removal of service from the Rose Hill line? What will he do to ensure that Northern prioritises the line for driver training and for new trains? What will he do to avoid my constituents of Rose Hill, and some at Romiley and at Woodley, being without services on that line for three months as of Monday next week?
Rose Hill station has faced many challenges over the years. Perhaps its greatest was seeing off the machinations of Dr Beeching. We must not allow covid-19 to become the Beeching of our age for the railways. On the contrary, we must do all we can to support them and to ensure a steady and safe return of passengers to the network.
I am grateful to everyone who has worked to get the best possible outcome today, including the thousands of local petitioners. I know that, like me, they will listen keenly to the reply from my hon. Friend the Minister, from whom it is now time to hear.
Chris Heaton-Harris
I thank the hon. Gentleman for that. He has played a great part in this, as have other hon. Members who have contributed today.
The impact of coronavirus means that the safety of passengers and staff must be paramount. That means the focus right now is on reliability and increased capacity to enable safer travel, with enough space for social distancing where possible. Northern runs a highly complex network and serves an enormous section of the United Kingdom. In fact, about one in five of all United Kingdom stations is a Northern station. It shares the network with nine other train operators, so the decisions it takes, such as moving trains around to run different services, affect the journeys people make all around the country. As my hon. Friend the Member for Hazel Grove knows from our last meeting on Friday, Northern apologised for the removal of this service and committed to an internal review to learn the lessons from this issue. Northern is also reviewing options again to see how it can support affected communities until we get to the point where a full reliable service is restored.
More generally, the public sector operator will continue to work with Network Rail to make sure the railway delivers as one, with a single-minded focus on the interests of the passenger. As a part of that, the newly created cross-industry Manchester recovery task- force, co-ordinated by Network Rail, will deliver on recommendations on how best to boost capacity and performance in the short, medium and longer term.
Northern has already begun to deliver many improvements for customers, including the recruitment of more staff, a full train cleaning programme and improvements to many stations. However, there remains much more to do to provide the modern, reliable service that its passengers deserve. Northern really does hope shortly to update everybody further on its plans to transform the service, but until then it will continue to focus on getting the basics right: restoring reliability, increasing capacity and rebuilding trust in the organisation by providing services that all passengers can truly rely on.
Mr Wragg
I thank my hon. Friend the Minister for that announcement and for the work he has done to secure it. He mentions the short, medium and longer term. Without wishing to look a gift horse in the mouth, I wonder if he could elaborate further. Will Northern prioritise this route for the restoration of services before the deadline in December? Might there perhaps be the potential for better news in the weeks ahead?
Chris Heaton-Harris
As my hon. Friend will recognise from my announcement, which was given to me only moments before I entered the Chamber, Northern is working particularly hard to ensure the restoration of service. I will continue to put pressure on it to continue to do that in the lead-up to 14 December, when the next timetable change comes in. I think we have already proved that, working together, we can get some change on our railways, and if we continue to do so, I am sure that will continue to be the case.
I recognise that the decision by Northern has caused serious concern among passengers and the constituents of my hon. Friend and others. The coronavirus outbreak has affected the way we work and go about our daily lives, and that is no different in the rail industry. I thank my hon. Friend for bringing forward this debate. I should say that, in doing my research for the debate, I came across some interesting claims by another local political party. Interestingly, considering its supposed level of concern, it is not represented here today. It claims to be running a campaign to get the service reinstated, so, thinking I might have missed something, I asked my officials to check whether any representations had been made to my Department by the local councillor concerned about reinstating the services. Unsurprisingly, the answer was no, not a thing. Not a sausage. As per usual, the Lib Dems are very good at moaning about something and happy to make a gripe fester, but in this case they were not interested enough to make representations to the Department that might have been able to help. Perhaps the collection of data in a campaign was more important to them than getting a result.
Fortunately, the people of Hazel Grove have my hon. Friend representing them, and from the very moment he heard about this issue, he made contact with me. Indeed, he did so before I found out about it formally. He has been forcefully and proactively asking the right questions of the right people to get the right results for the people he represents. He is a Member of a party in a Government who are going to level up the economic opportunities across our great nation. The Government understand the importance that communities across the country place on regular train services and the social and economic benefits that these can unlock for local economies.
I hope that the measures being introduced by Northern that I have announced will go some way to assure passengers relying on the Rose Hill Marple services as we come out of the coronavirus outbreak that we are looking to improve that service greatly. Hopefully they will also be pleased with the massive multi-million pound investment in new rolling stock, which I very much hope will be serving this route in the coming months. I hope that that goes some way towards answering my hon. Friend’s question. There is more work to do, but a lot of work has been done by the hon. Members present in the House today to restore some services on the line, and I thank my hon. Friend for all his help in doing that.
Question put and agreed to.
Manchester Airport and the Local Economy
William Wragg Excerpts(4 years, 5 months ago)
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The Parliamentary Under-Secretary of State for Transport (Kelly Tolhurst)
I congratulate the hon. Member for Stockport (Navendu Mishra) on securing this debate about Manchester airport and the local economy, and I thank my hon. Friend the Member for Warrington South (Andy Carter) for his contribution. I know that the hon. Member for Wythenshawe and Sale East (Mike Kane) has a keen interest in Manchester airport but is unable to speak in the debate. I have listened carefully to the points that the hon. Member for Stockport has made and will endeavour to address as many of them as I am able to.
As Members across the House will be well aware, these are incredibly challenging times for the aviation sector. Covid-19 has presented unprecedented difficulties for the industry, but we must not forget that the aviation and aerospace industry is a British success story. Before the impact of covid-19, the UK aviation sector contributed at least £22 billion to the UK economy each year and directly supported around 230,000 jobs spread across the UK. Around 12% of those jobs are in the north-west, so I am mindful of the impact that covid-19 is having on communities across the region.
Aviation is one of the sectors worst affected by covid-19, and areas such as Manchester, with its large airport and supply chain, are particularly affected. Having held regular discussions with the whole sector since the pandemic began, I met again with senior management from Manchester airport earlier this week. I want to thank them for their constructive engagement throughout this period, as we continue to work collaboratively with the sector to ensure its recovery. I was very encouraged, as I am sure the hon. Member for Stockport was, to hear this week that Manchester airport plans to reopen terminal 2 from 15 July, following the opening of terminal 3 this week. I know that we still have a long way to go, but this shows the beginning of the sector’s recovery, as flights once again take to the skies.
The restart comes on the back of the unprecedented package of measures that the Chancellor put in place to protect the economy and jobs. The hon. Member spoke about support for this particular sector, and I am afraid that this is where we disagree. The support provided was unprecedented and has enabled airlines, airports and ground handlers to benefit from a significant amount of taxpayer support during the most critical time. It did not end there. The Chancellor and the Secretary of State for Transport were incredibly clear that any business needing further support, having exhausted all the economic measures that were put in place, will have the ability to talk to us about further support. We stand ready to speak to any business that is in that situation and has used all that support.
Mr William Wragg (Hazel Grove) (Con)
I apologise to you, Madam Deputy Speaker, for arriving late, and I congratulate the hon. Member for Stockport (Navendu Mishra) on securing the debate. Have there been any approaches from the likes of Manchester airport to take the Minister up on the offer that she appears to be making?
Kelly Tolhurst
Obviously, commercial discussions are not for discussion in the Chamber, but I reassure my hon. Friend that I am in regular communication with all the airports in the United Kingdom, and officials in the Department are in weekly contact with them.
The measures put in place include the Bank of England’s covid corporate financing facility, which provides funding to businesses to pay wages and suppliers; the coronavirus job retention scheme, which helps firms to keep people in employment by allowing businesses to put workers on temporary leave; and the business interruption loan scheme. All those measures have been designed to ensure that companies of any size receive the help they need to get through this difficult time, including airports, airlines and the wider supply chain.
Beyond that package, many firms are getting support from established market mechanisms such as existing shareholders—the hon. Member for Stockport mentioned the support that has been provided by local authorities—and bank lending and commercial finance. We have been looking at other flexibilities to give the sector. The Civil Aviation Authority is working with airlines, airports and ground handlers to provide flexibility within the regulatory framework to help them manage the impacts of covid. We also welcome the response by the European Commission, which relaxed the 80:20 rule on slots, and we continue to engage with organisations across the sector on that issue. Nevertheless, I would not want to underestimate the challenges to the sector and to airports such as Manchester, because despite the measures that we have put in place to protect the economy, there remain serious challenges for the aviation sector.
I want to turn to the announcements of redundancies by a number of companies, which the hon. Gentleman has mentioned. As he said, these are distressing announcements for employees and their families. While they are commercial decisions, they are decisions that I profoundly regret as Aviation Minister. Redundancies are not something that should be considered lightly, and if organisations find themselves having to consider these measures, I hope that they will do so sensitively. I hope that they will take into account the dedication and professionalism that their employees have shown, and that they will act within and, where possible, beyond the requirements and the spirit of all relevant legislation.
The hon. Member for Stockport and my hon. Friend the Member for Warrington South mentioned British Airways in particular. I have spoken directly to BA and to the IAG chief executive, Willie Walsh, to discuss the organisation’s plans and its engagement with staff and union representations. I have offered to support these engagement efforts where possible, and where it is appropriate to do so. I am also in regular communication with the unions that are particularly affected by those redundancies. I encourage BA and the unions to engage constructively with each other, and to strive to provide employees with as much certainty as possible during this challenging time.
I would now like to turn to the sector’s restart and the next stage of our plan to help it to recover. We need aviation. It is vital to our future as a global trading nation and plays a critical role in local economies, whether in Manchester or elsewhere. We have established the restart and recovery team, with an expert steering group to ensure a truly collaborative approach between Government and industry. Last month, we published the aviation health guidance for operators, as well as the safer air travel guidance for passengers. This forms a vital first pillar as we seek to ensure that our aviation sector returns to its full strength as soon as possible.
Oral Answers to Questions
William Wragg Excerpts(4 years, 9 months ago)
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Chris Heaton-Harris
The hon. Lady will recall that when it was announced that we would go ahead with HS2, a £5 billion fund for buses and cycling was also announced. Cycling will get a very good chunk of that money and that will be outlined in the forthcoming spending review, but I absolutely understand the point that she has made. We are working to ensure that the gap that there could be in funding is resolved.
Mr William Wragg (Hazel Grove) (Con)
Kelly Tolhurst
My hon. Friend will know that decisions are made locally for Transport for Greater Manchester, and Greater Manchester already receives just under £3 million each year to support local bus services. The Government have also committed to £5 billion more for buses, which I hope is a cause for optimism for him, but as he knows, I will always be happy to meet him to discuss any particular issues.
High Speed Rail (West Midlands - Crewe) Bill
William Wragg ExcerptsMonday 15th July 2019
(5 years, 5 months ago)
Commons ChamberRead Full debate High Speed Rail (West Midlands-Crewe) Act 2021 View all High Speed Rail (West Midlands-Crewe) Act 2021 Debates Read Hansard Text Read Debate Ministerial Extracts Amendment Paper: Consideration of Bill Amendments as at 15 July 2019 - (15 Jul 2019)
Fiona Bruce
My constituents have often argued that solutions can be put forward using the west coast main line as it stands and that it should not be necessary to have the additional infrastructure that HS2 necessitates.
Moreover, there is real concern about the high—possibly too high—ticket prices that HS2 is likely to incur, when many rail charges are already very expensive for those who want to travel down to London. Speaking of London, many of my constituents are concerned that all this will do is draw business down to London. For a constituency like mine, which will not have a direct connection with HS2, there will still need to be local connections, whether it is from Crewe or coming up from Birmingham or down from Manchester. There is no confidence that HS2 will attract business to our area. There are many other reasons why business would be attracted to my part of Cheshire. It is a wonderful place to live—it is very attractive, with great schools and a good quality of life—but there is no confidence that the huge expenditure of HS2 will lead to increased business in our area. A proper business case has never been made for this.
Mr William Wragg (Hazel Grove) (Con)
Unlike my hon. Friend, I have in the past supported measures related to HS2, but this evening I shall no longer be doing so, because the escalating cost estimates and the lack of apparent accountability for those increases is now quite frankly ridiculous. Does she agree that a fraction of this amount could be much better spent on improving connectivity within the north of England, rather than wasted on this vanity train set?
Fiona Bruce
That is exactly the point that I am seeking to make. I agree. It is very interesting that the Lords Economic Affairs Committee found evidence that the costs of HS2 appear to be out of control. That does not inspire confidence in my constituents. If there is going to be improved connectivity outside our constituency, many of them would prefer to see it across from Manchester towards Leeds and Yorkshire, rather than further connectivity down to London, which they already think is quite satisfactory for their purposes.
The case for speed has never been made. People work on the train and, because my constituents will have to make a connection—whether it is from Crewe or elsewhere—they are not convinced that the slim time saving justifies the expenditure that will be incurred. If the aim of the project is to narrow the gap between the north and London, the investment needs to be in the north.
Trudy Harrison (Copeland) (Con)
I rise to support the HS2 rail development and to support the Government ahead of the votes this evening. The name HS2, as many have said, is somewhat misleading, because the project is clearly more about capacity. The greatest gain will be in terms of capacity and therefore improved resilience, allowing us to connect the north to the south and, I hope, the east to the west.
As it is Monday, I feel particularly able to talk about rail, because I have just enjoyed my twice a week, five and a half hour commute. I travel from Bootle village to Barrow, and change. Then, I move from Barrow to Lancaster, and change. Then, I move from Lancaster to Crewe, and it was lovely to hear the hon. Member for Crewe and Nantwich (Laura Smith) talk about her constituency, because I enjoyed a most memorable 25 minutes on platform 5, before moving again, from Crewe to London Euston. That is a journey I make twice a week—a round trip of 11 hours.
I can see for myself how vulnerable the infrastructure is and how one train being delayed impacts, with cancelled trains, thousands of inconvenienced commuters, thousands of pounds in compensation claims and, most importantly, lost confidence. That is at a time when the ability to travel by public transport is so vital if we are to decarbonise our transport systems and try to hit that 2050 target.
The Minister for HS2 rightly argues that it is critical to unlocking Northern Powerhouse Rail by providing the foundations on which Northern Powerhouse Rail can be realised. It is also planned that HS2 will link over 25 towns and cities, from Scotland through to the south-east, joining up nearly half the UK. It is important to recognise that the funding for HS2 does not come at the expense of wider investment in the railways; it is not either/or—from my perspective in the north of England, it is in addition. That is about the investment in the Cumbrian coastal railway, but I also welcome the fact that the Government are investing billions of pounds across our railways between 2019 and 2024—the most significant such investment since Victorian times.
Just last week, we celebrated the confirmation of an £8 million investment in the preliminary works on the Cumbrian coast line. Living on the train line as I do, I see from my living room window the increase in services. There are 21 trains on a Sunday, which is a first between Whitehaven and Millom. Never before have we had trains on Sundays. It has made a huge improvement to our tourist economy. We now have 205 services between Whitehaven and Millom. After the tricky situation with the timetable change in May 2018, we have seen huge improvements in reliability on our line —now up to 93.5% reliability. Since the new timetable was introduced last year, the extra services have been running at record reliability, thanks to the intervention of the Department for Transport. That is great news for commuters.
We have seen an end to the very unreliable Class 37 locomotive. I am pleased it has been relegated to the scrapheap—or possibly the museum. We are also seeing an end to the very uncomfortable Pacer trains, or “nodding donkeys” as they are more commonly known in my area. As long as that investment continues locally, with the recently announced millions of pounds to develop preliminary works on the Cumbrian coast line to improve the rolling stock and to ensure that a reliable service connects people to places seven days a week, then I welcome the additional infrastructure investment that the Government propose with HS2 and, critically, Northern Powerhouse Rail. We have in the past referred to HS3 as a follow-on from HS2, but that northern connection is now termed Northern Powerhouse Rail, with a focus on connectivity from east to west from Liverpool to Leeds via Manchester.
New clause 1 refers to quarterly reports on environmental impact, costs and progress. However, the environmental statement, at 11,000 pages, is already incredibly extensive, so I do not believe we need another layer of reporting on a statement that is already out there. The environmental statement has been scrutinised independently and by the Select Committee, which has made its own decisions. It is important to recognise that not all scrutiny must take place in public. Ministers can maintain pressure through a co-operative, sensible, business-like environment, rather than having to shame a contractor on the Floor of the House for the sake of political point scoring.
Trudy Harrison
I thank my hon. Friend for his intervention, but I refer him to the 11,000 pages of the environmental statement. We need less pen pushing and paper shuffling, and more progress and more connecting people to places.
We already have compensation schemes in abundance. A plethora of schemes are available: in a safeguarded area, the express purchase scheme and the need to sell scheme; in a rural support zone, we have the cash offer, voluntary purchase schemes and the need to sell scheme; and in the homeowner payment zone, we have the homeowner payment scheme and the need to sell scheme. Outside the zones, we also have the need to sell scheme. How many layers of payment schemes do we really need? Surely, we can recognise that the current compensation packages are sufficient for those affected by the project?
The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)
It has been a pleasure to hear so many passionate speeches about the power of transport to transform the outcomes of our constituencies and our country. Even though there have been some strong speeches from Members who have HS2 running through their patches—obviously they defend their patches and constituents—we have heard too about the transformative nature of HS2.
There is no denying that HS2 is a large infrastructure project—it is the largest of its kind in Europe—but it is also absolutely key as it links up eight of our 10 great cities. It will be transformative not only because it will increase capacity and reduce the time it takes to reach eight of our top 10 cities, but because, along the way, it will smash the north-south divide, creating jobs and opportunities for people in the midlands and the north.
I need to respond to quite a few Members and go through each of the new clauses, so I will be as swift as I can. I thank the shadow Minister for her comments supporting the project as a whole and her recognition of the number of jobs that will be created along the route and in the supply chain. At the peak, there will be 30,000 jobs, most of them outside London. I also welcome the comments about the urgent need to get on and deliver this vital infrastructure project and about how it is about not just speed but capacity.
I could talk about my passion for the project, but I thought it might be relevant, considering that we are sitting here in the middle of London talking about those who are supportive of HS2 and those who are critical of it, if I mentioned voices that do not often get mentioned in the Chamber. The Birmingham chamber of commerce has said:
“HS2 is a game changer for our region as Birmingham will proudly sit at the centre of a brand new network”.
Judith Blake from Leeds City Council said:
“HS2 will be transformational for Leeds and the region”.
Leader of Derby City Council, Chris Poulter, said:
“Whist I’m aware that there have been some concerns about the impact of HS2; we mustn’t lose sight of the benefits to Derby, and the wider Midlands area.”
There was also a fantastic article put together by the leaders of Manchester, Leeds and Newcastle and the Mayors of Greater Manchester and the Liverpool city region. These people represent 15.4 million people, and they say there is no realistic alternative to the delivery of HS2, which we know is key to delivering Northern Powerhouse Rail as well. I am concerned that sometimes the criticism comes from so far south. We should focus on the needs and aspirations of people in the midlands and the north.
Mr Wragg
I am probably as much from the north as Andy Burnham—I am from Greater Manchester—and I am critical of HS2 today. Although my constituents are unaffected, they are none the less aware of the scale of the increase in the expenditure and would consider it a waste of money as much as any Member from the south.
Rail Timetabling
William Wragg Excerpts(6 years, 6 months ago)
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Chris Grayling
Both Northern rail and GTR have a whole lot of questions to answer and they are in the last chance saloon, so the hon. Lady is absolutely right. On the comments that her constituents rightly make about the trains, it is time for all those trains to be replaced, and over the coming months they are going to be.
Mr William Wragg (Hazel Grove) (Con)
The announcement of an inquiry and compensation is of course welcome. Leaving aside the atrocious implementation of the new Northern timetable, will my right hon. Friend the Secretary of State bang heads together to sort out the morning peak-time 45-minute gap in services that is affecting my constituents so badly?
Chris Grayling
We will do that. I will ask the Minister of State, my hon. Friend the Member for Orpington (Joseph Johnson), to sit down with my hon. Friend and go through this to make sure that we address some of the timetable anomalies that inevitably come out of a big change like this, which are not just short-term issues but actually structural issues in the timetable.
Northern Rail Timetable Changes
William Wragg Excerpts(6 years, 6 months ago)
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Mr William Wragg (Hazel Grove) (Con)
It is a pleasure to have secured this debate, but that is in sharp contrast to the distinct lack of pleasure that hundreds of my constituents are experiencing as they try to travel to and from Manchester following this week’s introduction of Northern rail’s new, chaotic timetable. Northern rail’s revision to its timetable is negatively affecting services from Hazel Grove, Woodsmoor and Davenport train stations at the morning peak hour of travel, and there are also problems with the removal of the last evening service from Manchester to Romiley. I want to bring to the Minister’s attention the experiences of passengers as a result of the new timetable, and to show how unacceptable the situation is.
Henry Smith (Crawley) (Con)
This debate is, of course, about the Northern rail timetable changes that have caused such misery to my hon. Friend’s commuters, which I am sorry to hear about, but unfortunately the situation is the same with Southern railway at the other end of the country. I make a plea to the Department for Transport to impress on the franchises the need to sort this out. The timetable change has been worked on for many months, so they really should have been prepared.
Mr Wragg
I thank my hon. Friend for that intervention. There is surely no north-south divide in this situation.
The fault of the services, as I will explain, can be traced back to significant delays to the Network Rail upgrade works on the electrification of the Manchester to Preston via Bolton route. That has had a knock-on effect on Northern’s ability to run its timetable properly. Network Rail is ultimately the Government’s responsibility. What are Northern rail, Network Rail and the Department for Transport going to do to urgently solve the problem so that people can get into Manchester in the morning for work, so that pupils can get to school, and so that people can get home again?
The greatest—but by no means only—problem with the new timetable relates to the glaring gap in the morning rush-hour commuter service to Manchester. The service originates in Buxton and picks up passengers from Hazel Grove station, as well as from Woodsmoor and Davenport stations, which are just outside my constituency boundary but still used by a great number of my constituents. The train service is vital for people to get to work.
The new timetable, which came into effect this week, removed the two most popular peak-time trains: the 7.50 am and 8.01 am from Hazel Grove station, which went on to call at Woodsmoor and Davenport. That leaves a glaring hole. The new timetable has three trains in the space of half an hour between 7.9 am to 7.35 am, but then nothing calls at those three stations until just after 8.20 am. As I said, Hazel Grove no longer has the 7.50 am or 8.01 am service, and the 37-minute gap between 7.35 am to 8.12 am is far too long at that time of the morning.
Hazel Grove does fare slightly better, because an East Midlands train does call there, but it does not stop at later stations. Woodsmoor now has a 45-minute gap in service between 7.38 and 8.23, and then there is nothing until after 9 am. Similarly, Davenport has a 45-minute gap in service between 7.40 and 8.25, and then nothing until after 9 am.
The changes are having a massive effect on people’s ability to get into Manchester before 8.30 am. Oddly, from 9 am, the services resume to three an hour—at 10, 20, and 35 minutes past respectively. That is obviously a better service, but it comes too late for people to get into Manchester for work, and the situation is causing massive disruption. Many commuters are faced with the choice of being late for work because of taking a later train, or being forced to take an earlier train only to arrive at their place of work unreasonably early.
The change in the time of the arrival of the train from Buxton from 8.04 to 7.38 causes problems for local schools. For example, many pupils at Stockport Grammar School used the 8.04 service. The new timetable will have a significant effect on parents having to co-ordinate dropping off their children in the morning and arranging suitable childcare.
It is not only the gap in services that is causing the problem. The loss of two train services means that the same numbers of passengers are forced into fewer trains, so when a train does arrive, passengers have to stand in cramped conditions—they do not even have the privilege of a seat. People are in effect paying a premium rate to travel at that time although there are actually more regular services off-peak.
The situation was already bad with the 7.50 and 8.01 services, as they were generally quite overcrowded. One commuter even told me that last week their train had to be met by an ambulance at Piccadilly station because a passenger had passed out due to a combination of the hot weather and cramped conditions.
These changes will have a damaging and hurtful impact on the family and professional life of many of my constituents. Sadly, the view I hear from residents is that they have the impression that Northern, the Department for Transport and Network Rail do not care about passengers. There is extreme anger. The two words that have appeared most often in the dozens of letters and emails I have received on the subject have been “ridiculous” and “unacceptable”, and I must agree.
It is not just the weekday morning service that has been impacted, as the Sunday timetable also changed. It sees the last train to Romiley in my constituency from Manchester Piccadilly moved from 22.20 to 21.45, so the service runs 35 minutes earlier. That means people are no longer able to use the service after visiting Manchester on a Sunday evening, particularly if they are going to theatres and concerts as most events finish at 10 pm or later. The 22.20 train was already too early as passengers usually had to leave events so that they could make the last train home. Now there is absolutely no chance of people getting the last train at 21.45. Again, the situation is ridiculous and unacceptable.
I know that the Government are working hard to rebalance the economy and to support northern cities such as Manchester and the conurbation through the northern powerhouse strategy. Getting commuter train timetables right is essential for that. The impact of poorer services—cancelled trains, uneven timetables, less available rolling stock and overcrowding—will spill out from the rail network and on to our roads. The upshot will be that people are forced back into their cars. Money was recently invested at Hazel Grove station on a new multi-storey car park to encourage train travel, but now the morning service is so poor as to put passengers off. As the Minister knows—I have raised this many times in this House—the A6 corridor from my constituency into Manchester is one of the most heavily congested roads in the country, so a modal shift from rail back to road is not the direction in which we ought to be heading.
Andrew Jones (Harrogate and Knaresborough) (Con)
My hon. Friend is spot on in identifying the cause of the challenges faced by Northern rail with the implementation of the new timetable: the delay caused by electrification on the Manchester-Bolton-Preston line, which has had huge consequences. He has articulated the impact on his constituents incredibly clearly, but this is also happening in other parts of the franchise, including across the Pennines on the Leeds-Harrogate-York line. Does he agree that it is critical that Network Rail works with the Northern franchise holder and the Government, and keeps colleagues informed so that we know where we are? Does he agree that it should conclude the work as early as possible while planning appropriately? This is about planning to get more people off the roads and on to the railways.
Mr Wragg
My hon. Friend’s assessment is correct. We cannot get into a situation in which the buck is simply passed from one organisation to the other. It is clear that people need their commuter trains, and that is the end of the story as far as I am concerned.
This whole affair is clearly a great disappointment for Northern rail passengers, who need and deserve a proper service. However, I fear it could also detract from otherwise welcome and long-awaited improvements such as electrification, the 1,300 extra train services introduced across the Northern rail network, and the replacement of the uncomfortable, creaking and quite frankly detested Pacer trains, which I am assured is still on track.
Northern rail has been responding to customers by saying there is nothing it can do about the new timetable. It explains that the timetable is not the result of any decision made by Northern rail, but that it is, as my hon. Friend suggested, delays encountered by the Bolton electrification project, which is of course being delivered, albeit rather slowly, by Network Rail, that have had an effect on the timetable bidding process.
When Northern rail bid for the May 2018 timetable back in autumn 2017, it planned to include services in what has now become known as “the gap”, but those services were rejected by Network Rail, which has the ultimate say on the timetable. Such rejections are not uncommon in a timetable negotiation process, and in the normal course of things, the train operator would have negotiated with Network Rail to move services around a little to make sure all the services could fit in.
During the negotiation period, however, Network Rail announced that the electrification programme from Manchester to Preston via Bolton would not be ready in time for the May changes, which brings the delay to the completion of the project to two years. In the short term, the situation has severely affected plans to increase services and capacity across the Northern network.
Northern rail received the notification in January 2018. To be fair, that was incredibly late in the process, given that it normally takes at least six months to build a new timetable. Northern rail’s timetable planners have been working solidly on the new timetable since then, but have not been able to fit services into the gap.
To make matters worse, Northern rail had to build its timetable around those of other operators that had already had their timetables agreed by Network Rail. Just as airlines have to secure runway slots, rail operators have to bid for platform space at stations for their trains. The problem for Hazel Grove, Woodsmoor and Davenport services is congestion at Manchester Piccadilly.
The morning peak into Manchester, as could well be imagined, is incredibly congested, with many other operators bringing people in from right across the country and the wider region. It will be even busier from May, with TransPennine Express services coming into Piccadilly and heading to Yorkshire.
I have no doubt that Northern rail wanted to run services in the gap but, due to how congested things are at Piccadilly, it seems that that is just not possible. Apparently no more services will fit in. If Northern rail had been advised three months earlier of the delays to the Bolton project, there is every chance that it would have been able to maintain the existing peak service and build a better new timetable, if not one as good as it was. Regrettably, Northern rail did not have that chance.
When I met Northern rail’s regional director in April to discuss these issues, I said it was unacceptable for passengers to be deprived of morning services, particularly given the substantial gap in the timetable. I made it clear that the proposals will cause considerable inconvenience to all commuters. Following that meeting, the regional director undertook to make representations to Network Rail to see whether a compromise could be found.
There has been one glimmer of success in this whole affair. Residents close to Rose Hill station in Marple contacted me about the hour gap in the outbound evening service between 5.09 pm and 6.10 pm from Manchester Piccadilly, which had arisen because Network Rail had, bizarrely, scheduled a maintenance train to be on the line at the time. However, following my meeting with Northern, it agreed to run a 5.34 pm departure in the new timetable to provide an extra evening service. That is a small bit of good news. I was pleased to be able to work with Friends of Rose Hill Station on this, and I wish to place on the record my thanks for all its hard work.
Northern rail is placing the blame for this sorry situation on Network Rail. As Network Rail comes under the control of the Department for Transport, I am looking to the Government at least to bang heads together and hold these organisations to account.
In conclusion, I would like to ask the Minister a number of questions. How can this terrible service represent value for money for commuters? Does he agree that the time has come for Transport for the North, the regional transport body, to conduct a formal assessment of whether Northern rail is in breach of its performance targets, as set out in its franchise agreements? If that is determined to be the case, what action can Transport for the North take? What are the reasons for the further delay to the biggest infrastructure project necessary for Northern’s modernisation—the electrification of the Manchester to Preston route via Bolton—which has caused this mess up of the timetabling process? What assurances can he give that this work will not be further delayed? Do passengers really have to wait six months for the next timetable review, or can the Minister promise today to get things moving much more speedily? I am determined to keep working constructively with all concerned to get the urgent improvements to rail services that my constituents deserve, and I very much look forward to hearing the Minister’s reply.
A6-M60 Relief Road
William Wragg Excerpts(7 years, 9 months ago)
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William Wragg (Hazel Grove) (Con)
I am grateful to you, Madam Deputy Speaker, and to Mr Speaker for granting this Adjournment debate on the need for the A6-M60 relief road. It is particularly appropriate that we debate the issue now, exactly 242 years to the week since residents in and around my constituency first made representations to the House calling for a similar road to relieve local congestion on what was then known as the London road, which is now the A6.
Records in the Library show that on 27 February 1775, a petition was presented to the House from
“the Inhabitants and Owners of Houses and Lands, within the Town and Township of Stockport…Setting forth, That the town of Stockport is very populous, and a Place of great Trade and Business”—
just as it is now—
“and the Inhabitants thereof, and Persons resorting thereto, suffer great Inconveniences…and that the great public Road from Manchester and other adjacent Towns, to the Metropolis, lies through the town of Stockport; and that several Streets and Passages, within the said Town, through which the said public Road runs, are too narrow, and are very incommodious.”
It was
“Ordered, That the…Petition be referred to the Consideration of a Committee”
and that a certain Mr Egerton and Mr Crew were to meet
“To-morrow Morning, at Nine of the Clock, in the Speaker’s Chamber”.
Quite what happened in the Speaker’s chamber the next day is anyone’s guess.
Fast forward nearly 250 years and the inhabitants of Stockport and surrounding towns—including Hazel Grove and Bredbury, both of which are in my constituency—are still suffering the inconveniences of incommodious roads that cause travel and commuting misery for tens of thousands of residents. Of all Greater Manchester boroughs, Stockport has the highest number of daily commuting movements in and out of the city of Manchester. The largest commuting flow between the districts is a broadly north-south movement between Stockport and Manchester, and the largest equivalent flow across the Greater Manchester boundary is a north-south movement between Cheshire and Stockport. Much of this traffic is made up of journeys that start or finish within the borough of Stockport, mostly either accessing local areas off the A6, or using the A6 to access the M60 and the wider motorway network.
More than 30,000 vehicles a day pass through the residential and commercial areas of Hazel Grove. On a daily basis, there are high volumes of slow-moving traffic. Average peak hour vehicle speeds are less than 10 mph. That makes the road network one of the worst congested, if not the worst, in the country. Journey times on this arterial route are longer than in all other large urban areas across the UK, including London. There are particular congestion problems along the A6 and in the urban centres, including Bredbury, Hazel Grove and Offerton. We are at the point where congestion is causing poor and unreliable journey times, and that is becoming a constraint to economic growth.
What is urgently needed, therefore, is a road between the M60 at Bredbury and the A6 at Hazel Grove, following the once proposed alignment for the A6(M). The A6-M60 relief road would remove unnecessary traffic from the A6 through Stockport and Hazel Grove, allow for better connection to the M60, and directly facilitate these two largest commuting movements to support the Greater Manchester economy.
Thankfully, there has been significant consideration of such a relief road since 1775. In 2000, the then Government undertook a thorough study into the travel and traffic issues facing the south-east quadrant of Greater Manchester, in partnership with Stockport Council and its neighbouring local authorities. The south-east Manchester multi-modal strategy—pithily known as SEMMMS—reported in September 2001. It recommended three new highway schemes, including the A6-M60 relief road. Since then, work is being undertaken on the first two schemes, supported by funding from a range of sources, not solely central Government: the new airport road is under construction; and the Poynton bypass is in its planning stages, with construction expected to start in 2018. The A6-M60 relief road is thus the final highway component of the SEMMMS strategy yet to be actioned.
I would like to outline briefly the design and benefits of the A6-M60 relief road scheme. If it is given the go-ahead, it will provide 5 miles of new two-lane 50 mph dual carriageway on a north-south route from junction 25 of the M60 at Bredbury to the A6 near Hazel Grove. It will also provide a short link road to improve access to Stepping Hill hospital.
It will come as no surprise to at least one Member of this House—namely, my hon. Friend the Member for Worthing West (Sir Peter Bottomley)—that the present scheme is very close in layout, route and objectives to an earlier proposal for a Stockport bypass, and this time that proposal is from a period during my lifetime, albeit when I was a mere 18 months old. Rooting through some old files, I came across a letter from one of my predecessors, Sir Tom Arnold, to a constituent. It declared:
“Go-ahead to End Traffic Chaos.”
Attached to it was a Department for Transport press release from June 1989, which quotes my hon. Friend, who was then the Minister for Roads and Traffic, as saying:
“Good road connections encourage industrial and economic expansion...This further investment for the North West and for South East Manchester will be a major help in encouraging the growth of enterprise.”
In his covering letter to his constituents, Sir Tom added:
“It is our firm conviction that the Bypass will have a profound and beneficial impact upon the future quality of life and the environment in Hazel Grove”—
I could not agree more. Construction of the A6(M) bypass around Stockport was due to begin in 1992; alas, it was never started. As we have seen that improvements to, or a bypass of, the A6 have been proposed in 1775, 1989 and again in 2001, we are now fully up to date with the history.
In the 2015 Budget, the Treasury granted £350,000 to undertake a contemporary review of the case for the road. Stage 1 of that feasibility study concluded that the travel and traffic congestion problems that existed at the time of the SEMMMS publication are more acute than ever. The study found that the A6-M60 relief road would bring about significant improvements in congestion, thereby not only making people’s lives easier, but bringing about significant economic benefits. By removing congestion from local roads, the scheme would also contribute towards enabling a better integrated public transport system by improving the reliability of bus journey times. Madam Deputy Speaker, I am sure that you, like other Members of the House, are still composing yourself after the thrilling excitement of yesterday’s Second Reading debate on the Bus Services Bill.
As well as considering direct local benefits, it is important to think about the road in its wider regional and national context, and the context of the Government’s overall aims. The scheme aligns with several national policy objectives. In recognition of the large increase in traffic on the strategic road network that is forecasted, Highways England is prepared to invest in local road infrastructure improvements that will help. The scheme would also provide improved access and more reliable journey times to Manchester airport not only for airline passengers, but for heavy goods vehicle freight. The scheme would therefore support the Government’s freight policy. Furthermore, providing better access to Manchester airport is identified as one of the key components of the northern powerhouse.
Regionally, the A6-M60 road would directly contribute to the delivery of two elements of the Greater Manchester transport strategy 2040: supporting sustainable economic growth; and improving quality of life. The scheme also forms part of the wider SEMMMS, as I mentioned, and would complement the two other road network schemes that are already under way. It is important to note that once the new airport link road is finished, the amount of traffic using the A6 is predicted to increase, which makes the need for the A6-M60 relief road ever more pressing.
I have outlined the benefits of the scheme as I see them, as supported by the feasibility study. However, I am aware that, as with any large infrastructure project, there are important environmental considerations, and a number of my constituents have sincerely held concerns about the environmental impact of the proposed road. I stress that I am not blind to these concerns; this is a major new road scheme that is set to run through some areas of countryside. However, I note that the 2003 environmental assessments found the wider SEMMMS to be acceptable in principle, subject to appropriate mitigation. The environmental impact should be fully examined as part of the process of progressing the business case, and it should accord with environmental protections and legislation. By relieving congestion, the new road would help the environment by improving air quality, which is currently affected by emissions from slow-moving and stationary traffic.
Population growth was identified as a factor in the feasibility study. I am clear that the road is required to deal with the already congested and overstretched infrastructure in the area. It should not be viewed as a catalyst or justification for the drive for excessive residential development that is envisaged in the Greater Manchester spatial framework.
In summary, the problems identified in 2001 are still present. Indeed, worsening traffic conditions mean that the need for intervention that was identified by the original SEMMMS is as great as ever. The scheme would address issues around peak hour congestion, air quality and connectivity. It would also increase the reliability of public transport. It is consistent with national, regional and local transport policies, and the growth aspirations of Greater Manchester and the national Government.
The Government have supported feasibility studies regarding the road up to this point. We now need the stage 2 study to develop a strategic outline business case for the scheme in line with Department for Transport guidance. Further work will be required, based on new traffic forecasts, to take account of the airport link road and environmental assessments, and I will work closely with Highways England on that.
Will the Minister confirm the Government’s commitment to investing in road infrastructure as a means of relieving existing congestion and driving economic growth? Does he appreciate and share my frustration, and that of local residents, about the length of time that the scheme has been in the proposal, draft and study stages, and the amount of appalling traffic, congestion, delays, inconveniences and pollution that people have had to put up with during that time? Can he suggest how I might best work with him and others to ensure that this project remains high on the agenda? Does he support progression to the stage 2 feasibility study for the business case? Will he give an indication of when the time for studies and reports may come to an end and the building of this vital and long-anticipated road can begin?
The case for this road has now been made and studied in three separate centuries—the 18th, 20th and 21st—and I am pleased to have been able to make the case yet again today. I hope that the time for studying will soon end and that the time for construction will begin. I look forward to the Minister’s answers, for both he and the Government should know that on this issue, much like the traffic in my constituency, I am not going anywhere.
South Manchester Transport Infrastructure
William Wragg Excerpts(8 years, 5 months ago)
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Mary Robinson
I am grateful to my hon. Friend for making that point. Indeed, it is the wider links across the region that need to be considered in this discussion, because we need to do business and we need to change, and we need to make that change a change for the better, with the potential to generate local and international business, creating global connectivity for Britain’s second city, as well as for the periphery.
The Greater Manchester Transport Strategy 2040 and its consultation document, which was released last week, are explicit about the need for transport to address long-term challenges in Greater Manchester that are inclusive of but not limited to our growing population.
As local plans are put in place to deliver the housing needs of the city region, our local road network is the infrastructure workhorse of our communities, and as growth is planned we must remember that our roads are not only lines on a map but a vital means for people to live their lives. Clearly, there are areas where roads are stretched beyond their capacity. A prime example is what was once a simple junction connecting the communities of Cheadle and Gatley that now blights the lives of pedestrians and drivers. It is in the light of these pressures that I will talk about the road network in my constituency. One of the most pressing issues for my constituents is indeed the junction of the A34 and the A560 at Gatley.
Unfortunately, well-intentioned but small-scale interventions over the past 20 years have not been enough to tackle the problems of this junction and to make it fit for the future. As one of the five busiest junctions in Greater Manchester, it experiences the passage of 74,500 cars a week. In addition, esure insurance recently found it to be the sixth worst junction in the country for drivers jumping red lights. Plainly, it is operationally substandard.
That has placed a great strain on the wider road network, creating tailbacks along the M60 just a few hundred metres away and creating congestion for a considerable part of my constituency and on to the A34 Kingsway. The M60, which has two slip roads on to the A34, further adds to local congestion and environmental challenges. Over time, efforts to improve the working of the junction have included the creation of an eastbound left-turn lane for traffic approaching from Gatley, as well as the installation of traffic signals on the nearby off-slip from the M60 to better regulate traffic flow into the junction. More recently, the junction has benefited from the actuation systems to adjust signal timings in response to changes in traffic flow. However, it remains a major problem for the area.
Long-term transport problems were identified in the catchily titled South East Manchester Multi Modal Strategy, which is known locally as SEMMMS. SEMMMS was first produced in 2001 and is now due for reconsideration.
William Wragg (Hazel Grove) (Con)
I am also aware of the memorably titled SEMMMS project. Does my hon. Friend agree that one of the main causes of road congestion in Stockport is the lack of an A6 bypass from Hazel Grove to Bredbury, which would join with the M60? If she does, will she urge the Minister to consider that project for future funding?
Mary Robinson
My hon. Friend, whose constituency is right next to mine, knows full well how important that link would be. Indeed, I will add my words to his in pressing for that project to be considered.
I look forward to the refreshment of the SEMMMS plan, which is ongoing, and I will press for further consideration of the A34 corridor plan, which will explore the A34’s intersection with the M60. That plan will enable Transport for Greater Manchester to develop a more detailed understanding of the long-term growth implications along the A34 and to identify further areas of improvement to manage congestion. These problems need to be addressed both imminently—indeed, immediately —and for the longer term. This junction is broken and we need to fix it.
It is a fact that alongside Greater Manchester’s growing economic strength—growth that creates new employment and development opportunities across the wider conurbation, including Stockport—pressure continues to be put on local highway networks. There is particular pressure at junctions where there are complex flows of traffic wanting to access the city, Manchester Airport, the M60, the M56 and, very importantly for my constituents, local facilities and residential areas.
Further pressures on the general network and the A34 corridor are also in the spotlight as the Greater Manchester Spatial Framework and the Cheshire East local plan are being drawn up. It is clear that local plans must take into account the implications of increased developments, and where there are cross-boundary transport infrastructure issues it is vital to have co-operation between all stakeholders, including central Government.
I will highlight for the Minister the need for continued investment in the north. I welcome all the investment that we have had so far, but I am firmly focused on the north’s future. I have also stressed the importance of smaller infrastructure projects—yes, we need High Speed 2 and High Speed 3, but we also need to underwrite this ambition with support for large but more local projects.
I am pleased that for Members whose constituencies have problematic junctions, the Government have committed themselves to investment, delivering the biggest road improvement programme since the 1970s. Continuing that commitment will be imperative.
Infrastructure investment is represented by the £475 million Local Majors fund, which is designed to support local transport projects. That is an example of the type of investment funds we need in the wake of the referendum. Indeed, these smaller scale but large local projects also need prioritising.
I have had meetings with the interim mayor of Greater Manchester and the strategic transport director of Transport for Greater Manchester to discuss applications for the fund and the role I can play in facilitating them. I encourage the Minister to continue making local authorities aware so that we can all benefit from the potential prosperity the funds can generate. In my constituency, we look forward to progress being made on the changes so urgently required at the Gatley junction, and that should be considered as part of the wider SEMMMS strategy.
I am conscious of time, but I want to touch briefly on the ambitious developments in high-speed rail. HS2 will sweep into the north. I know I am touching on the programme with a brevity that does not do justice to its importance, but with phase 2a to Crewe opening in 2027 and the delivery of phase 2b marked for completion in 2033, there can be no further delay to the roll-out of the UK’s largest infrastructure project, through which the north can benefit from increased capacity to meet demand. I therefore look forward to the legislation being brought forward later this year for phase 1. Although I appreciate the extension of timetables for delivery to allow the petitions process, I urge the Government to take steps to prevent further delays to the opening of the first step to high-speed rail.
From a local perspective, I am pleased that the ambitious project of HS2 will come close to Cheadle at Manchester airport, but I would welcome further assurances on that crucial airport link to move from planes to trains. Additionally, I welcome the commitment to modernise and renew the rolling stock, with a move away from Pacer trains—many commuters between Cheadle and Manchester will echo my views—following Arriva’s new franchise around Manchester. I know passengers would welcome an increase in the capacity and comfort of local journeys. I also highlight the need for investment in stations, particularly through working cross-departmentally with the Department for Communities and Local Government to improve station environments, such as that at Cheadle Hulme in my constituency. In addition, I will be looking for greater responsibilities for franchises to invest in ticketing, to make it easier and more comfortable to travel and to use the networks to the full.
William Wragg
Does my hon. Friend agree about the importance of working with friends groups at those stations? They can do great work in drawing attention to the needs of the stations and to station improvements.
Mary Robinson
I echo my hon. Friend’s point. Friends groups in all walks of life play an important part in our constituencies, particularly with regard to our railway stations. I am looking forward to hearing about improvements that could be made to get much needed disability access in our stations. We have so many people calling for that; it is about time it was delivered.
Better bus services are also critical to unlocking growth in our communities, reducing congestion, supporting the elderly in socialising and helping to improve our environment. The Bus Services Bill, which hands franchising powers down to local authorities, will better enable those authorities to tackle priorities for improvements that will increase passenger numbers and deliver more benefits. Those benefits must continue to include connectivity, and, whether it be through smart cards or better branding, getting more people to hop on a bus rather than get in the car. Central to that are more frequent services. It is always disappointing when we hear about services being reduced, such as the X57 service, or withdrawn, such as the 373. That takes away a valuable link between constituents and their work, home and hospitals. I am keen to see measures put in place to enable local authorities to influence timetabling to better reflect local need. Furthermore, the Bill and franchising offer the prospect of improved disability access, which we need, whether that is through innovative visual or audio capability or better disability training, so that drivers know where to pull in at bus stops. I have drawn local stakeholders’ attention to Muscular Dystrophy UK’s Trailblazers report on improving access for young disabled people.
In closing, I seek assurance from the Minister that current and future programmes will continue to be funded as has already been pledged. We all appreciate the changes now in train—excuse the pun—owing to recent national developments, but the future prosperity of the north and my constituency must be maintained. Following the decision made three weeks ago tomorrow, there is a strong argument for more infrastructure investment and delivery, and that needs to take place with the small-scale and long-term, large-scale projects.
The northern powerhouse concept is crucial not only to the prosperity of the north-west of England, but to the whole of the north and the country itself. If it is to succeed, we must be committed to its funding, to improvements to roads and junctions, to the construction of HS2 and HS3, and to the transport infrastructure of Greater Manchester in all its forms. This is undoubtedly an exciting time for the Greater Manchester region. Now more than ever our attention is turning to the north, and power is moving from Whitehall to local communities as a result of our devolution process. I look forward to the prosperity I know that will bring to my constituents, Manchester and the north.