New Clevedon Seafront Road Scheme: Safety

Liam Fox Excerpts

Thursday 9th March 2023 Commons Chamber

[Dr Liam Fox (North Somerset) (Con)]

Usually, my Adjournment debates requiring a Minister from the Department of Transport to come to the House relate to the Portishead railway, but such is the state of progress on that subject, I am able to turn to something entirely different today and regale the House with the tale of Clevedon seafront.

Clevedon seafront is a Victorian jewel. For generations, people have come to watch its famous sunsets over the water, or simply sit and have a cup of tea or a picnic by the seafront. They have been able to marvel at the engineering of Clevedon pier, or enjoy the architecture of the old Victorian part of the town. They could, and still do, come to sample the excellent pubs, restaurants and cafes that are along the seafront itself.

Now, the seafront has made the national news, but sadly for all the wrong reasons: not for that list of excellence, but for the ludicrous scheme being put in place by North Somerset Council. It is a coalition council, often referred to locally as the coalition of chaos, which is seemingly obsessed with changes to the road networks—for whose benefit, it has never been entirely clear. It has previous in this area, having sought to close our rural lanes that connect Backwell, Nailsea, Clevedon and Yatton, so when we heard about the scheme, we were naturally suspicious.

Let me begin by describing how North Somerset saw the proposal. It said:

“This exciting proposal is to provide a permanent, segregated, cycle route from the ever-popular Clevedon seafront into the bustling retail, business and dining area at Hill Road. A new one-way system and 20mph limit along The Beach and Hill Road will meaningfully alter the status quo of these roads by reallocating street space to segregated cycling and making a safer environment for pedestrians. This will be supported by making the connecting roads in the seafront and Hill Road neighbourhood area one-way and introducing 20mph zones to facilitate further safety improvements for both cyclists and pedestrians.”

Amazingly, it also said this:

“In the short term, cycling will be able to replace public transport journeys as we continue to recover from the COVID-19 crisis. The scheme will link into the flagship North Somerset Coastal Towns Cycle Route as part of the strategic cycling network in North Somerset. The scheme package will improve the provision and awareness of safe walking and cycling facilities to local shops and businesses, reduce private car dominance of this popular seafront space and improve road safety perception.”

I wonder whether the people who wrote that description ever looked at the demographics of the town, or looked to see who was actually using the seafront, because it is hugely popular with elderly residents and the disabled, or mums with pushchairs taking advantage of the sea air. Those people are not going to get on a bike to cycle to the seafront; the system is actually putting them at a tremendous disadvantage. In 2020, North Somerset Council was awarded £473,750 as part of the Government’s grant award to

“create safe routes for people to walk and cycle safely”,

but far from improving safety, I believe that North Somerset’s plans to remodel—many of us would say vandalise—the historic seafront at Clevedon will create new safety risks for pedestrians, cyclists and drivers alike.

Let me begin with the range of problems related to road safety. I do not expect my right hon. Friend the Minister, with all his grasp of detail, for which he is well known in this House, to understand the geography of Clevedon seafront, but currently, cars can park directly facing the sea. Should residents want to get out and walk along the seafront, they simply have to get out of their cars and walk directly on to the pavement. Under this new, brilliant scheme, there is a two-lane cycleway immediately adjacent to the seafront. Cars have to park in the middle of the road, drivers have to get out of their cars into the traffic lane itself, and passengers and drivers alike have to cross a two-way cycle lane to get to the seafront. This is supposed to be improving the safety of pedestrians.

We saw recently in our press examples of what might be kindly described as the eccentricity of the scheme. First, we had what were known as the wiggly lines, which none of us could find any reference to in any of the literature of road safety—no one seems to know what they are for. Those were followed by what locals have come to call the crop circle at the end, which is another road marking. None of us knows exactly what it is: it is not a roundabout or a mini-roundabout. What, exactly, its purpose is is not known to us. The scheme is not improving safety for cyclists either, because neither end of the very limited cycle lanes connects with the seamless cycleway described by North Somerset: those lanes connect with busy roads that cyclists have to cross, one of which has a considerable gradient, and the speed of the traffic coming down there is sometimes extremely dangerous indeed. In fact, when I visited recently, I was almost hit myself by one cyclist racing along the road because of the pace of the cyclists in the cycle lane. The scheme is adding to the dangers that cyclists face, not reducing them. That would be bad enough in itself, were it not for the method by which the scheme came into being.

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Motion made, and Question proposed, That this House do now adjourn.—(Robert Largan.)

[Dr Fox]

I was coming to the point about the consultation for the scheme. To say that it was suboptimal is to dramatically understate the problem. I believe that it was fundamentally flawed. The consultation opened on 5 February 2021 and ended on 7 March 2021. This was during the third covid lockdown, when most people were more concerned about keeping safe than looking for consultations from North Somerset Council about changes to the seafront. Any consultation could only have been online, or in the very limited press available at that time, as it was illegal to meet face-to-face during this period. It is therefore highly likely that the consultation would not have been visible to older generations and those without internet access. Effectively, North Somerset buried this consultation under the covid pandemic.

North Somerset Council states:

“All these groups were consulted: The Sailing Club, Sea Swimmers, Gig Rowing Club, Canoe club and Pier fishing Club”.

However, as the consultation took place while we were all in lockdown, it is difficult to see how that could have actually happened. The council claims that a grand total of 750 people wrote in support of the scheme but, within days of it opening, the petition against the scheme had attracted more than 6,000 signatures. It points to a severe deficit in the consultation scheme.

Then we have the damage to local businesses. These businesses in the hospitality sector were badly hit by the covid pandemic and were hoping that this summer would be their chance to regain some of the profitability lost during that period. However, the 64 parking spaces that were on the seafront have been reduced to barely 30. As the landlord of the Moon and Sixpence pub on Clevedon seafront said to me, “Since this scheme came in, our business has fallen off a cliff.” He is not alone. Other businesses have told me of the problems they are having in attracting custom now that people are no longer able to park close to the businesses themselves.

Why are we getting these changes? We seem to have a council that is obsessed with bicycle lanes and meddling with our road system—to whose benefit, it is not clear. Many of the businesses think that the council is blind or simply indifferent to local businesses, preferring to get the plaudits of the cycle lobby, whether in North Somerset or elsewhere. That is affecting business not only on the seafront, but in the Hill Road shopping area.

For us, the scheme is a major loss of amenity. For generations, people have come to Clevedon to look at all those elements I have described. This is a scheme for which there is no need, no demand and no desire from the local population. It creates road safety problems where none existed. It was not properly consulted upon and due diligence may indeed have been absent in the road safety elements that were the duty of the council before bringing the scheme into place. It is a waste of money, with overspending rumoured to be around £250,000. That will have to be taken from local taxpayers, or programmes locally will have to be cut as a consequence.

We need to change the council, and to do that we have to change the councillors, for which we have an opportunity in our local elections in May. Before 2019, and before the council of chaos came into being, we had a competent Conservative local authority, which I hope we will see again, but my right hon. Friend the Minister can help us by saying what the Government might be able to do directly, or through their agencies, to enable us to deal with some of these road safety issues and reassure my constituents that, even when we have a council that will not listen to what they want, we have a Government in Westminster who will.

[The Minister of State, Department for Transport (Jesse Norman)]

I congratulate my right hon. Friend the Member for North Somerset (Dr Fox) on securing the debate, and on the wonderful, almost idyllic, picture of Clevedon seafront that he painted at the start of his remarks. As he will know, managing traffic on local roads is and always has been a matter for local traffic authorities. They have a range of duties, powers and responsibilities, and a considerable toolkit of measures at their disposal to achieve that. Specifically, local highway authorities have a duty under section 16 of the Traffic Management Act 2004 to manage their roads so as to secure the expeditious movement of all traffic, which, it is important to say, includes pedestrians and cyclists. Balancing the different needs of road users with the many and varied demands on roads is complex. The role of my Department is to set an overarching Government policy, and provide an enabling framework of legislation, guidance and advice. But of course we take a serious interest in issues of road safety for all road users.

Because of that overall remit, we have no brief to intervene in matters of local democratic decision making. Decisions on what traffic management measures to provide are entirely a matter for local authorities, in accordance with local democratic procedures. Successive Governments have made it clear that they want cycling and walking to be a natural first choice for shorter journeys, and the Government have set out an ambitious vision that, by 2030, half of all journeys in towns and cities should be cycled or walked. Accordingly, as my right hon. Friend will know, Active Travel England was launched in August 2022 to work with local authorities to develop and deliver new high-quality walking and cycling infrastructure schemes. ATE is an executive agency of the Department, based in York. One of its core functions is to drive up the quality of new walking and cycling schemes, and to provide local authorities with the right skills to deliver them. ATE will review the quality of designs at bid stage, design stage and after construction. It is already proving to be a valuable resource where there are local concerns about safety.

In general, the Government take, as I have said, road safety extremely seriously. Reducing the numbers of those needlessly killed and injured on our roads is a crucial priority. The Department continues to make progress in that area. For example, through the safer roads fund, we have invested in schemes to make our 50 most dangerous roads safer. All those schemes are complete or under way and, over the next 20 years, those improvements alone are expected to save 1,500 lives. We also completed the biggest overhaul of the highway code in decades in 2022, so that vulnerable road users such as pedestrians and cyclists have priority in certain situations. The Department is working on a road safety strategic frame- work, and the aim is to have it published this spring. Based on a “safe system” approach, it will consider what might be appropriate to support performance indicators on casualty reduction.

[Dr Fox]

My right hon. Friend mentions those who are vulnerable, but those who are elderly, disabled, or rely on motor transport to get from A to B must have their voices heard, too. It cannot simply be that we give priority to cycleways, which actually increase the danger for some of the constituents I have mentioned, the elderly, or disabled.

[Jesse Norman]

My right hon. Friend is absolutely right. In setting out the general framework of policy, I have yet to come to a specific discussion of the situation in Clevedon, but the elderly people he describes will themselves be pedestrians as they make the final part of their journey to the seafront, and their safety, too, must absolutely be part of an overall framework that respects their wellbeing and health.

Local authorities have a statutory duty under the Road Traffic Regulation Act 1984 to ensure the safe movement of all traffic. They are responsible for ensuring the infrastructure they provide, including for walking and cycling, is safe and fit for purpose.

As my right hon. Friend highlighted, the scheme is apparently intended to improve the public realm on Clevedon’s seafront. It received funding through the second tranche of the active travel fund, which is designed to build out priority routes that could serve as core parts of longer-term local cycling and walking networks, including direct walking and cycling routes, road crossings, safer junctions, school streets, cycle parking, segregated cycle lanes and other such schemes. I want to be clear that a number of the schemes that were made permanent from earlier emergency active travel schemes have been modified or replaced following processes of formal consultation and design review.

On the subject of the wiggly lines, it is important to say that any road markings installed by local authorities must either comply with the Traffic Signs Regulations and General Directions 2016, or be specially authorised by the Secretary of State. The Department was not approached about these markings and has not authorised them. I note with some concern that the RAC said:

“This is one of the most bizarre new road schemes we’ve ever seen”

and went on to say the

“new wavy road markings could accidentally prove to be a road safety risk”.

It seems to me that the RAC is independently validating my right hon. Friend’s concerns. If they are a safety hazard, of course that is a matter to be taken extremely seriously, not just locally but by Active Travel England and the Department as it considers the wider picture on road safety.

I reassure the House and my right hon. Friend that ATE will be arranging an inspection of the scheme as part of its regular review programme. That will also consider safety issues, such as those that have been highlighted in this debate. As I understand it, some remedial work has already taken place on the scheme, although it may not be clear yet what changes will be made finally to the scheme as a whole. Although the Department has no powers to halt or remove the scheme, and ATE does not have powers to compel local authorities to make changes to active travel schemes, they are absolutely in a position to record non-compliance on design and safety issues that have been identified. Those then can, in the normal way, become the subject of public debate, local review, and any actions or reactions through proper local democratic processes. Design review outcomes will in turn inform assessments of the capability of local authorities, which in turn will have a material impact on future funding for schemes.

On engagement and consultation, it is true that any scheme must be developed and implemented after thorough engagement with the community affected. The Department has made that extremely clear. It appears, as I understand it, that North Somerset Council did carry out some public engagement on the proposals. It is important to say that objective methods should be used to establish a genuinely representative picture of local views and to ensure that minority views do not dominate a proper consultation process. Engagement should not end when a scheme is introduced. Authorities should continue to monitor how schemes are performing and make changes if they are required. I notice that some changes have already been made to the scheme. Authorities should also be open to making changes to any scheme in the light of further experience and real world feedback. The requirement to monitor and engage with local people therefore does not end with the apparent completion of construction work on a scheme.

Let me close by saying that I am very thankful to my right hon. Friend for raising this important local issue on the Floor of the House of Commons and on the public record. ATE will be inspecting the scheme as part of the normal review process, and the Department will continue to focus on safety and the improvement of safety for all road users now and in future.

Question put and agreed to.

Air Quality in Towcester

Liam Fox Excerpts

Wednesday 19th October 2022 Commons Chamber

[Dame Andrea Leadsom (South Northamptonshire) (Con)]

Thank you, Madam Deputy Speaker; I am grateful to you for granting this important debate.

Picture the scene: a beautiful, historic town whose origins date back to the Roman days; small businesses lining both sides of the street; and traditional architecture providing a link to the area’s local history. [Interruption.] That is Towcester, at the heart of my South Northamptonshire constituency. It is an idyllic scene until the traffic starts—[Interruption.]

[Dr Liam Fox (North Somerset) (Con)]

On a point of order, Madam Deputy Speaker. I am sitting not 6 feet from my right hon. Friend and I am unable to hear what she is saying.

[Madam Deputy Speaker]

The right hon. Gentleman is absolutely correct. I have asked Members to behave in a decent and respectful way. I think it is a bit more quiet now.

Portishead Railway

Liam Fox Excerpts

Tuesday 14th June 2022 Commons Chamber

[Dr Liam Fox (North Somerset) (Con)]

Here we go again. Portishead railway has become something of a perennial favourite of those Members who flock to the Chamber to hear these important issues debated, but I will recap for those who have not caught up on the politics of the saga.

The story so far is that we had a Labour Government, for whom our project met all the criteria—environmental, transport and economic—yet no progress was made. We had a Conservative-Lib Dem coalition Government, for whom the project met all the criteria and very little progress was made. We now have a Conservative Government and more progress has been made, but much too slowly.

Why do we need the Portishead rail link at all? Because congestion across the region costs £300 million a year and causes major delays every day, particularly at junction 19 of the M5. Traffic queueing times are increasing and are predicted to grow by 74% by 2036. The alternative to this programme would be a major new bridge, which would cost a minimum of £250 million —and we all know how these numbers get inflated—and would not be deliverable until 2030 at the earliest, for which we can read “not in our lifetime.” Alternatively, Portishead and its line would be open by 2025.

The environmental cost of the increased traffic congestion is considerable, so improved rail transport will clearly have enormous benefits, but that is by no means all. When looking at the Government’s levelling-up agenda, we have to recognise that there are areas within affluent parts of our country that are themselves much poorer. North Somerset, as a constituency and as a district, is extremely affluent, but it is not uniformly affluent. Pill in my constituency has a high index of deprivation, and it will have a station on the new line.

The question of growth and jobs is one of the main issues for the railway line. Portishead is a centre of innovation and creativity with numerous successful and burgeoning small businesses, but labour is at a premium in my constituency. Unemployment is at 1.6%, compared with the national average of 3.8%. The rate in neighbouring constituencies is: Bristol East, 4.4%; Bristol South, 4.3%; and Bristol West, 4%. They are all above the national average.

The line is not just about improving the convenience for people who live in Portishead and work in Bristol; it is also about giving people in those areas of higher unemployment access to areas where they can build businesses, provide new jobs and be hugely involved in the Government’s efforts to increase economic activity.

[Karin Smyth (Bristol South) (Lab)]

I am disappointed to be debating this subject again, but I am pleased to support the right hon. Gentleman. Reopening the passenger line both ways is important, as he says, but opening new stations near Parson Street and Bedminster in Bristol South is crucial to pursuing low-carbon forms of transport and to supporting the new housing that is coming forward. I am keen to work with him in the interests of the entire Bristol and North Somerset area, and I urge the Government to do more.

--- Later in debate ---

[Dr Fox]

I am extremely grateful to the hon. Lady, who makes a very good point, which augments what I was saying. Housing is being built in Bedminster, for example. Where are people going to go to work? We need high-income, good-quality jobs. The businesses we have in Portishead—the spin-offs from avionics, for example—provide those kinds of jobs. The problem is: how do we get people in those areas of high unemployment and where the new housing is going to be built to where the jobs are? The danger at the moment is that not only are we unable to do that, but companies are unable to grow because of the restrictions on labour availability, they move to somewhere else and we lose the wealth from our region.

As ever, it all comes down to money. In 2017, the scheme budget was set at £116 million, assuming a line opening date of December 2021 and excluding a new requirement to fund operational costs. Following three separate Department for Transport-directed delays to the development consent order approval—one of which we debated here only last November—the pandemic, and unprecedented inflationary and market pressures, the revised forecast at completion was £210 million in December 2021. Following cost mitigations amounting to £47 million, the latest forecast sits at £163 million. After further increased regional budget contributions, that leaves a funding gap of £26.82 million, comprising £15.58 million in capital and £11.24 million in revenue, which we have requested the DFT to cover.

Just in case anyone has forgotten our debate in November, I remind them that I said then:

“A six-month delay, as suggested by the Secretary of State’s office, would have a potentially devastating impact. It is important that we understand whether this six-month figure was simply plucked out of the air and whether a shorter delay would deal with any reservations from the Department.”

That mattered a great deal to us. I also said:

“It has been assessed that the impact on cost beyond 14 January 2022 will be in the order of an additional £13 million at minimum”.—[Official Report, 26 November 2021; Vol. 704, c. 653.]

I warned in November that the extra six-month delay for what I believe was an unjustified environmental assessment, or other similar delay, would put pressure on the partners in the project, who simply would not be able to find extra money of that order.

What am I asking the Minister for tonight? First, I am seeking agreement to an additional £15.58 million—that is the capital funding provision. Secondly, I am asking for agreement to implement the previously proposed governance structure, with the DFT taking on the client role. If that is not agreeable, incidentally, the funding gap increases by another £14 million. Thirdly, I am asking for agreement to work with North Somerset Council and the West of England Combined Authority to find a solution to fund the forecast additional MetroWest 1 operating subsidy cost of £11.24 million, recognising that North Somerset Council, a small unitary authority, and WECA have no funding streams for additional revenue.

The Minister recently indicated that there would be no more money in the Department, but the latest ministerial position ignores key cost drivers that have arisen in the interim period, since 2017, which are largely outside the control of the project team. Those include unbudgeted operational costs; requirements and inflationary costs, linked to associated programme delays, arising from the Department’s development consent order—that adds £28 million; DFT-led changes to the project procurement strategy, which add £6.1 million; market price increases, which are outside the control of the Government and add £39.5 million; and of course the pandemic, which adds an estimated £4.8 million.

Those numbers are tiny when we are talking about projects such as HS2. Let me remind my hon. Friend the Minister about the benefits that the project will bring that fall within the full aims of Government policy. It will significantly reduce travel time from Bristol to Portishead to 23 minutes, compared with 60 minutes-plus—on a good day—by bus and an optimistic 50 minutes-plus by car, and greatly improve people’s access to employment and services, as I outlined. It will bring more than 50,000 people in Portishead and Pill into the direct catchment area of a railway station for the first time in more than 60 years.

Regeneration of our railways has been a key aim of the Government. This project will deliver 1.2 million additional rail journeys and £7 million of revenue within 15 years of opening. It will produce benefits to the regional economy of £43 million gross value added per annum. It will remove 13 million car kilometres annually by 2041. It will bring new employment opportunities regionally and bring the benefits of economic growth to Portishead and wider North Somerset. There will be sustained environmental benefits, and the major improvement in travel to work times will bring associated personal quality of life and community benefits. What is not to like about this project?

One more push from my hon. Friend the Minister and her colleagues and we can get this project across the line. What could give our region a better boost in this time of uncertainty than to put all the worries behind us, once and for all? I look to my hon. Friend for the push.

--- Later in debate ---

[Wendy Morton]

As I set out earlier, I can assure the hon. Lady and my right hon. Friend that the Department —this Government—will continue to work closely with the West of England Combined Authority, with North Somerset Council and with Network Rail counterparts on the approval process for the scheme’s full business case. I give that commitment this evening.

[Dr Fox]

As Secretary of State, I was rather too fond of saying to my officials that the difference between a doctor and a civil servant was that, for a doctor, a good outcome was that the patient got better, and for a civil servant, a good outcome was that the patient was treated for a very long time. It seems to me that we are in one of these examples where the process is almost becoming an end in itself. We actually need results. I entirely understand the point that my hon. Friend is making about the DCO and the fact that she cannot comment on it, but what we need is a decision to be brought to a conclusion as soon as possible. We need a real railway for real jobs and for real environmental benefits. I understand the financial constraints and would not be calling for greater overall spending, but within the budget that exists in the Department for Transport we must have movement, because the delay that we are facing is becoming intolerable.

[Wendy Morton]

I appreciate what my right hon. Friend is saying, but obviously there is a process that I and the Department must go through.

When it comes to the Government’s commitment to rail, I gently remind colleagues in the Chamber that, as part of our levelling-up agenda, in January 2020 the Government pledged £500 million for the restoring your railway programme, to deliver on our manifesto commitment to start reopening lines and stations. That investment is about reconnecting communities across the country, regenerating local economies and improving access to jobs, homes and education.

We reopened the Dartmoor line in November last year, restoring passenger services between Exeter and Okehampton for the first time in 50 years. That has been a great success, with passenger journeys double the anticipated level. In May this year the service frequency on the Dartmoor line was doubled so that passengers now have an hourly service. That followed further infrastructure work that has delivered an improved journey time of around 35 minutes between Okehampton and Exeter St David’s. The line opened two years ahead of schedule and significantly under its approved budget.

The Government also announced, in January 2021, £34 million of funding to progress plans to reopen the Northumberland line to passenger services between Ashington and Newcastle, with six new stations and a service of two trains an hour by the end of 2023. I gently say to the hon. Member for Bristol South (Karin Smyth) that those are some strong examples of this Government’s commitment to investing in the railways.

The Government also recognise the importance of the Greater Bristol area as one of the UK’s most productive and fastest growing city regions, which is why we continue to make significant investments there. For example, on Friday 10 June funding of £95 million for phase 1 of the Bristol Temple quarter regeneration programme was announced. That investment will transform access to Bristol Temple Meads station, delivering new and improved station entrances to the north, south and east, with related transport interchange and active travel provision. The new entrances will make it much easier to reach the station from the city centre and surrounding neighbourhoods, and the eastern entrance will connect to the Temple quarter—one of the largest urban regeneration sites in Europe and soon to be home to the University of Bristol’s enterprise campus.

That project will complement wider investment in the regional and national rail network already being made, and the Temple Meads station upgrade will unlock transport to south Wales and the south-west of England, significantly increasing passenger capacity and improving connectivity between Bristol, Cardiff and London. This work is complemented by the recent refurbishment work at Bristol Temple Meads station, which will provide better passenger facilities and improved accessibility.

The Government also invested £132 million in the remodelling of the railway in the Temple Meads area, which was the largest enhancement project on the Great Western route in 2021. That work will mean more regular and reliable trains with more seats coming through the station. The new railway layout is also a key enabler of the MetroWest scheme, which is allowing new local services that improve connectivity between Bristol and its neighbouring communities, enabling people across the south-west and south Wales to benefit. A new parkway station at Portway on the MetroWest line towards Severn Beach, which received £1.7 million of backing from my Department’s new stations fund, is also being built. The station will serve both the adjacent park-and-ride site and local residents, and is expected to open in December this year.

To conclude, the Government are committed to improving rail in the wider Bristol area as part of the levelling up of the west of England. I listened carefully to what my right hon. Friend the Member for North Somerset set out this evening, and we will continue to support the West of England Combined Authority and North Somerset Council to develop their business case for the reopening of the railway between Bristol and Portishead. We fully acknowledge and appreciate the importance of this project to his constituency.

Question put and agreed to.

Portishead Railway

Liam Fox Excerpts

Friday 26th November 2021 Commons Chamber

[Dr Liam Fox (North Somerset) (Con)]

Earlier today, I had the great pleasure of introducing my Down Syndrome private Member’s Bill, on which I was extremely grateful for the support of the Government. Let us hope that we can repeat that exercise now and make it two in a row.

This is the third time I have raised the issue of the railway extension to Portishead on the Adjournment in this House. Let us be very clear: we are not talking about HS2. We are not talking about major infrastructure or billions of pounds from the public purse. We are not talking about massive environmental impact or huge public dissent about the route. We are, as I have repeatedly said, seeking only around 1.3 miles of additional track. Although that is only a tiny fraction of the extra railway lines that are currently being planned, it has proved a gargantuan challenge to get through the bureaucracy required to provide a growing and affluent town with improved public transport—public transport that will improve quality of life for many, take traffic off our overcrowded roads and provide a public transport route into Portishead that may help to alleviate our current labour shortage.

On 20 October 2021, the decision was issued from the Secretary of State for Transport’s office to extend the statutory deadline to determine the application for the proposed rail “Portishead branch line—MetroWest phase 1” development consent order by up to six months to April 2022. That extension has significant financial, reputational and programme implications for North Somerset Council and comes as a great disappointment to all of us who have looked forward to the opening of the railway line, particularly given the Government’s support for the expansion of the railway network. When I requested further information from Ministers, I was informed that there was a fear that a judicial review might be granted to environmental groups opposed to the reopening of the line. I will return to that point later on.

On 10 November 2021, North Somerset received initial feedback requesting further information on carbon budgets. Understandably, the council has been seeking urgent clarification as to whether that information will address the so-called environmental matters that have been cited as the delay to the granting of the DCO. What might seem like precautionary legal moves to a large Department are having significant costs at a local level, and we are all at a loss to fully understand the situation, which is why I am grateful to Mr Speaker for granting this debate today. If the Government want to see improvements in the rail network, including the opening of new lines such as that to Portishead, we need predictability, not surprises.

I fully understand the Government’s disappointment that several DCOs, such as that at Stonehenge, have been thwarted by judicial reviews, and I also understand the fear that those groups that have been involved in lawbreaking in recent times, such as Extinction Rebellion and Insulate Britain, might seek such a review on the Portishead line, but I have to tell my hon. Friend the Minister that our local scheme has the full support of all our mainstream environmental groups, which can fully see the advantage of taking traffic off our congested roads and on to the railways. In these circumstances, I wonder whether any judge would be likely to grant a judicial review to some of these more extreme organisations.

The issues that may have arisen with some of these other DCOs are not present in our case. There has already been a very detailed examination of the environmental and wider considerations of the merits of the scheme, including examination of the environmental statement and habitats regulations assessment. That also included a report into the implications for European sites. The information requested by the Department on carbon budgets should be easily resolved, and North Somerset will make it available as quickly as possible, but it is essential that we all understand whether there will be further issues that may result in a delay.

Let me be very clear with the House: delays of the nature suggested in October can have a hugely detrimental impact on the ability to deliver this project within costs and on time. Following an initial review with Network Rail, it has been assessed that the scheme may accommodate a maximum delay of three months, albeit importing additional cost and risk to the programme. A six-month delay, as suggested by the Secretary of State’s office, would have a potentially devastating impact. It is important that we understand whether this six-month figure was simply plucked out of the air and whether a shorter delay would deal with any reservations from the Department.

For example, at a practical level, delays beyond 14 January would result in key ecology windows being missed, with a net programme impact of at least 12 months. We can control a lot of things in North Somerset, but the calendar is not one of them. It has been assessed that the impact on cost beyond 14 January 2022 will be in the order of an additional £13 million at minimum—an unacceptable figure for the project to bear. The loss of £13 million may be a rounding error on a weekly basis to big Government Departments, but on local government projects of this nature, it is a very large sum indeed.

Today I am asking the Minister to ensure that we receive a positive DCO decision by 14 January 2022 to facilitate the continuation of the project. Failing that, it is unavoidable that we will incur significant extra cost on further legal and consultancy support, and difficulties with practical issues such as the manual clearance of vegetation over the winter—again, something over which we have no control. Although it is clear that the Government have some flexibility in the timetable that they impose on the project, there is, I am afraid, no flexibility in nature’s season.

This scheme fits into every aspect of current Government policy, from environmental benefits to improved public transport and increased economic opportunity. Although we are tantalisingly close to finally getting delivery of a scheme that is supported across the whole community and from every aspect of political opinion, we are still not quite there. I understand that this is a live planning decision and that the Minister may be limited in what he can legally tell us today, but knowing him as I do, I trust that he will sense the frustration that many of us feel—very much including myself—and will undertake to get us full and rapid answers to the reasonable questions that we are currently asking.

[The Minister of State, Department for Transport (Andrew Stephenson)]

I congratulate my right hon. Friend the Member for North Somerset (Dr Fox) on securing this debate on an issue that I am very aware is of great importance to both him and his constituents. I also congratulate him on his Down Syndrome Bill earlier today, which I was delighted secured Government support.

My right hon. Friend has been a passionate advocate for the restoration of the rail link to Portishead for many years, frequently championing the case in this House, and outside the House directly to Ministers. The restoration of the railway is part of MetroWest, which is a third-party scheme promoted by the West of England Combined Authority and North Somerset Council. The Government have committed to funding the scheme, with £31.9 million of support to close the funding gap on this project. This is dependent on the success of the development consent order that my right hon. Friend mentioned, alongside the endorsement of a full business case through the rail network enhancement pipeline.

The application for a development consent order for the Portishead branch line MetroWest phase 1 scheme includes works and powers to enable the reinstatement of the railway line between Pill and Portishead, an upgrade to an existing freight line and two new stations. The section to be reinstated has significantly overgrown since the railway stopped running to Portishead in 1964 and would require some clearance work. The scheme also involves proposals for clearing vegetation along the existing freight line through the Avon gorge woodlands special area of conservation, which is home to a number of rare species of plants including the Bristol whitebeam.

The examination into this application for a development consent order began on 19 October 2020 and concluded on 19 April 2021. Following this, the Secretary of State received the examining authority’s report on 19 July, with a statutory deadline for a decision by 19 October. As with all nationally significant infrastructure projects such as this, this is a complex scheme and there can be detailed matters that need to be worked through even after an examination has closed.

My right hon. Friend will be aware that, following the written ministerial statement laid on 19 October by the Under-Secretary of State for Transport, my hon. Friend the Member for Witney (Robert Courts)—the Minister for Aviation, Maritime and Security—the decision on this development consent order application has been extended to 19 April 2022 to allow for further consideration of environmental matters. Since then, the Secretary of State has requested additional information from North Somerset Council, as the applicant for the DCO, and comments have been invited from interested parties on this response.

[Dr Fox]

I hope it is not pointing out the blindingly obvious that when people look at projects like HS2, which are able to tunnel under the entire area of the Cotswolds, they find it a touch hard to swallow that we have significant delay because there is some overgrowth on a line that last ran in the 1960s. I hope the Government will understand that.

[Andrew Stephenson]

My right hon. Friend makes a valid point, although I am sure he will remember that phase 1 of HS2, taking the line from London to the west midlands, took four years to get through the House and the detailed examination of tens of thousands of pages of an environmental statement. I, like him, want to see us moving forward projects at pace, but however we legislate for nationally significant infrastructure projects—whether by hybrid Bill, DCO or other means—there is a process we have to follow and it is, unfortunately, quite bureaucratic. But I think we also share a view that we must protect the environment and do everything we can to mitigate the impacts of all such schemes.

This is still a live planning application and it will now be for the Secretary of State to consider his decision in the light of the original report and the recommendations from the examining authority and all other relevant information, including the responses to the most recent consultations. As the Secretary of State is the decision maker for all applications for transport DCOs and the competent authority for any habitat regulation assessment, this is required to be undertaken to assess the impact of a scheme on a European-protected site, such as the Avon gorge woodlands special area of conservation. It is important that he, or any other Minister delegated to undertake a planning decision on behalf of the Secretary of State, brings an unbiased, properly directed and independent mind to his consideration of that application. Decisions on applications need to be based on planning matters only and all decisions need to comply with all necessary processes and legislation regardless of the risk or otherwise of potential legal challenge.

I am not involved in the decision on this DCO, but my right hon. Friend will understand that, as the decision on the application is under consideration in the Department, I cannot take part in any discussion of the pros or cons of the proposal. That is to ensure the process is correctly followed and remains fair for all parties.

I recognise that extending decision deadlines for DCOs has implications for the scheme’s delivery and the Government’s commitment to levelling up. It is therefore only used where it is absolutely required to take further necessary steps to ensure a legally robust decision. While a new deadline for a decision on the DCO has been set for 19 April 2022, the Department is working hard to enable a decision to be made ahead of that deadline.

I recognise that all transport schemes have an environmental footprint. It is right that we fully understand them and any other impacts resulting in such schemes, and ensure that they are mitigated appropriately, whether that is in relation to the planning decision or the funding decision.

With regard to funding for the scheme, I can assure my right hon. Friend that the Department will continue to work closely with the West of England Combined Authority, North Somerset Council and Network Rail counterparts on the approval process of the scheme’s full business case. I understand that the West of England Combined Authority and North Somerset Council sent a letter to the Secretary of State on 12 November that set out concerns about the extension to the DCO deadline and ongoing costs. A reply to that letter will be sent shortly.

In conclusion, the Government are committed to improving rail services in the wider Bristol area. I understand my right hon. Friend’s impatience for the scheme to progress, following his years of campaigning. As I have set out, the application for any development consent order needs to follow appropriate processes and any decision must be made in line with the relevant legislation to ensure that it is robust. We are aware of how important the scheme is to my right hon. Friend’s local area. Although I am unable to comment directly on the merits of the individual DCO application in respect of funding from my Department, we will continue to provide support to the West of England Combined Authority and North Somerset Council to help them to develop their business case.

I hope that my right hon. Friend is reassured that my Department fully appreciates the importance of the proposal to his constituency, and we heard that message loud and clear again today. I thank him for raising this important issue.

[Dr Fox]

With the leave of the House, Madam Deputy Speaker, I wish briefly to respond.

We have all become used to reading between the lines in these debates. I take it from my hon. Friend’s speech that the Government are not ruling out a decision earlier than April, which would be a good thing. If I am correct in that interpretation, let us get on with it.

My hon. Friend mentioned the environmental sensitivities in respect of Avon gorge; I should point out that the railway already runs through the gorge to get to Royal Portbury dock, so that is something of a red herring.

For many of us, with this recurrent delay, the pantomime season has come early. There is a very thin line between frustration and farce. I know that my hon. Friend sympathises with my points—I can tell from his tone—and wish him well in persuading his Department to see that, although it is something of an oxymoron, common sense is still the best way forward.

Question put and agreed to.

International Travel

Liam Fox Excerpts

Thursday 8th July 2021 Commons Chamber

[Grant Shapps]

I must caution the House and everybody listening that of course it is the case that, while opening up today and making these announcements, an amber list country could in theory switch to being a red list country. I can provide my hon. Friend no such guarantee that from July to October there may not be changes. There could be. None the less, I think most realise by this stage that the path of the coronavirus is unpredictable and I hope that this double vaccination measure provides some reassurance. It can change quickly and I want to reassure him that we will always act to the best benefit of people securing their health going forward.

[Dr Liam Fox (North Somerset) (Con)]

I very much welcome my right hon. Friend’s statement. Will he consider issuing separate guidance for business travellers who have multiple short visits abroad? It is self-evident that they cannot take a test three days before returning if they have only a one or two-day visit, so given that many business travellers will undertake such visits, will he issue that guidance? Can he also give a commitment to publish the criteria on which the decision to place a country on the green, amber or red list is taken? If the travel industry knew what the criteria were and the methodology, it would have an idea of the direction of travel rather than having sudden events and deadlines imposed upon it.

[Grant Shapps]

My right hon. Friend is absolutely right to mention the case of, for example, a business traveller who might go from A to B to C. One of the things that is little noticed is that a test is up to day 2—it is not a day 2 test per se. It might be helpful, though, if I were to write to him in more detail about the application and how that would work under this new system with regard to, for example, somebody travelling for business to many different places.

Finally, I am pleased to tell him that on the gov.uk website, the methodology for the Joint Biosecurity Centre is already set out. It does include subsections of a number of different criteria that apply. I often hear people say, “X country has fewer cases than we do, so why aren’t they on the green list?” The answer is probably that they are not sequencing their genome, they are not uploading it to the GISAID internationally recognised format, and perhaps they are not vaccinating people at quite the rate that we have. There are many different factors, but they are all set out by the JBC.

Portishead Railway

Liam Fox Excerpts

Wednesday 16th October 2019 Commons Chamber

[Dr Liam Fox (North Somerset) (Con)]

I am grateful for the opportunity to have this debate, especially during the week of the Queen’s Speech. I am also grateful for the dogged and outstanding support that the Portishead railway project has had from the residents of the town itself, from North Somerset more widely, and from the wider region. I am also grateful to my fellow Bristol MPs for being here this evening. I single out and pay tribute to the Portishead Railway Group, whose contribution has been utterly invaluable.

When I last raised this issue in an Adjournment debate in this House, in January 2005, I spoke about the increase in population in Portishead. In the mid-1950s, the town had a population of around 9,000, which had risen to some 15,000 by the time I was first elected in the early 1990s. The population now stands at around 25,000. The power station and the phosphorus works that used to sit on the dock are long gone, with the last stacks having been brought down in 1992. In their place, we now have one of the country’s finest marinas, and we have contributed more than most to the rise in the country’s housing stock.

That housebuilding has not been without controversy. John Prescott, as Housing Minister, ordered that the housing density be doubled, so almost twice as many homes as originally intended were built on this land. That inevitably had consequences for the traffic in the town and parking has been a particular problem. Although the housing density was doubled, the number of parking spaces per home was allocated at the national average of 1.6 per household, when the average in North Somerset, even at the time, was 2.76. It does not take a mathematical genius to work out that the inevitable consequence was a huge deficit in the number of parking spaces available compared with what was needed.

The increased population in what I described back in 2005 as the most overcrowded cul-de-sac in the country—a phrase that has been widely deployed since—has inevitably put pressure on our road system. The A369 is the only A road out of the town, and junction 19 of the M5 is a regularly miserable experience for Portishead commuters, particularly at peak times. The answer to many of our problems, but by no means all, is to reopen the railway line to Portishead, providing additional capacity to our overstretched transport network.

The reopening of Portishead railway is part of the MetroWest project, which was given the go-ahead in July 2012 as part of the city deal under the coalition Government led by David Cameron. Portishead railway was part of MetroWest phase 1, but it has been beset by delays and cost overruns. In 2017, the planned date of the Portishead opening was 2020, yet by then the original cost of £50 million had mushroomed to £116 million. It became quickly clear that it would be beyond the financial scope of North Somerset Council or, indeed, the partnership of four councils to absorb such an increased cost. We were therefore pleased that the former Transport Secretary, my right hon. Friend the Member for Epsom and Ewell (Chris Grayling), came to visit North Somerset and indicated that this Government would ensure that additional money became available. I wish to focus on that area and some of the technical issues around it so that the Minister can give us categorical assurances where there remain some anxieties.

The proposed allocation of £31.9 million by the Department exactly closed the funding gap. It did not reduce it; it closed it. The four local councils and the West of England Combined Authority have spent, and continue to spend, millions of pounds on the design of the reinstatement of the railway, the necessary environmental studies, and in preparing the development consent order application. For those who may not be familiar with the process, let me describe what this entails. The development consent order process is based on many submission items, one of which is a full funding statement. The statement has had to be generated on the assumption that the Department’s £31.9 million funding share will not be withdrawn. Another item is the business case, which is strong. Its benefit-cost ratio of around 3:1 is almost unheard of for a public infrastructure project. In other words, we know the reinstatement would be an efficient and effective use of public funds to produce a defined benefit. That is a lot more than we can say for many projects funded with taxpayers’ money.

[Karin Smyth (Bristol South) (Lab)]

I am grateful to the right hon. Gentleman, my constituency neighbour, both for securing this debate and for allowing me to intervene. He will be aware that, in addition to the football and the rugby, Ashton Gate stadium has hosted a number of entertainment events this year. Investment in transport to and from the ground is critical. As the line goes through south Bristol, it provides an opportunity to open up more local transport provision, so it is not just about what we can get now. We are very supportive of this opportunity, which is critical to us in south Bristol.

[Dr Fox]

I am extremely grateful to the hon. Lady, and she is right that we deserve better public transport in the Bristol area. Bristol is one of only two cities in the United Kingdom, outside London, that produce a net benefit to the economy, and we deserve a level of spending commensurate with that level of economic contribution to the UK economy.

[Jim Shannon (Strangford) (DUP)]

I thank the right hon. Gentleman for securing this debate. He was very good to us in Strangford on many occasions in his former position as a Minister, so I wanted to come along to support him tonight.

The right hon. Gentleman has outlined the need for the Portishead railway to be encouraged and rebuilt, based on the population trends, the extra traffic and the pressure on our roads. Does he agree that perhaps it is time for the Government to look at sustaining public transport, be it railways or buses, to take pressure off the roads?

[Dr Fox]

It is not simply a specific case; it is also a generic one. We need to see major improvements in our railway capacity for exactly those reasons and for the environmental benefits that will come from not having the pollutants from slow-moving traffic congesting our towns and villages.

As a result of the Department for Transport announcing its £31.9 million funding share, the four local councils and the West of England Combined Authority have now committed to their £84 million share of the funding for the railway project. I make it clear that the railway reinstatement cannot be completed without the Department’s £31.9 million, so can the Minister make a clear commitment tonight that the Department’s funding will be solely on the basis of there being a good business case?

[Darren Jones (Bristol North West) (Lab)]

I am pleased to be here to support the right hon. Gentleman’s case for the Portishead line. Does he agree it is part of what should be a much broader rail network? It is about commuter traffic into and out of Bristol. My Bristol North West constituency is adjacent to his, and there should be a connection to the Henbury loop line so that people can travel between the major areas of employment, as well as travelling into and out of the city.

[Dr Fox]

I completely agree. Our transport network is now an economic rate-limiting step in the Bristol area. I know, and my colleagues will know, of companies that want to grow but are incapable of doing so. We are fortunate to have low levels of unemployment in our area, but it is difficult to get people to come into those areas where growth could occur because our public transport network is so inadequate.

The second issue I would like the Minister to address tonight is the Department’s rail network enhancements pipeline. As the House will know, the RNEP is a multistage process that could lead the Department to adjust its priorities such that its £31.9 million funding share could be either reduced or cancelled. This railway reinstatement is widely accepted as a no brainer in the region and beyond. It has a strong business case, and it is viewed as being of the highest priority in the wider Bristol area. The Department for Transport itself seems to think that the reinstatement of the Portishead line is a major improvement to our railways overall, and so do I. A ministerial commitment on this issue would be most welcome, so will the Minister confirm that the RNEP process will be used only to assure the Department that it is using its money wisely, rather than being used to generate a reason to reduce or cancel the Department’s funding contribution?

The Portishead reinstatement will upgrade 8 km of existing Network Rail freight line to Pill and reinstate the track along 4 km of existing permanent way from Pill to Portishead. Given the length of time it has taken and the amount of money spent, it must be one of the greatest investments in one of the smallest increases in railway track that the House has seen.

Unfortunately, despite the extremely modest nature of this particular project, the reinstatement is subject to the weighty process that applies to major rail improvements. Why? Because the criterion set out in the Planning Act 2008 is pegged at more than 2 km of track on non-railway land. The only reason why more than 2 km of the reinstatement track is on non-railway land is that North Somerset Council wisely decided to purchase the Portbury to Portishead section to ensure future reinstatement. In other words, we are being penalised because of the council’s foresight and confidence that this most worthwhile project would eventually be brought to fruition.

I understand that, unfortunately, the processes operated by the planning inspectorate for the DCO and by the Department for the RNEP clearly have to be followed, despite the non-major nature of the reinstatement. I want from the Minister an assurance that everything possible will be done to ensure that the process is as speedy as possible, within the constraints of the law.

Given the urgent need to reduce CO₂ emissions, which has been widely discussed recently, will the Minister confirm that he and his officials will do everything they can to speed up the processes, so that the long-standing congestion and environmental pollution that afflict the 50,000-plus people who will directly benefit from the railway and the 130,000-plus people who will indirectly benefit from the railway, can be reduced at the earliest opportunity?

I wish to raise two other brief points. There has been much speculation locally that, rather than a traditional railway, a hybrid of bus, tram and train might be introduced. What is the Minister’s understanding of the likely outcome of any such proposals currently under consideration? There has been a great deal of debate about the relative merits of a range of different alternatives, but we are now seeking an end to the indecision, and clarity about the timescale and nature of the transportation system itself.

When I visited the North Somerset summer show this July, I gave my word that I would raise the issue of Sustrans. I am sure the Minister will be aware that Sustrans has been instrumental in the creation of a national network of cycle routes on quiet roads and traffic-free paths that now extends to more than 17,000 miles. I hope that he and his Department can look into the potential for a dual-use path alongside the planned railway, to see whether we can improve our local facilities further, with all the benefits that that will bring to recreation, transport and health.

As I have said, this project is a no-brainer. It fulfils all the Government’s criteria for reducing road congestion, improving our environment and improving the functioning of our local economy. We are keen to give the Government all those things—if they give us reassurance, clarity and the necessary funding. After all the delay, I would be proud if this Government gave the people of Portishead what they deserve and what they have waited so long to get.

Airports Capacity

Liam Fox Excerpts

Monday 14th December 2015 Commons Chamber

[Mr McLoughlin]

The hon. Gentleman has taken a view on the Government’s decision before the Government have made the decision. That is fairly typical of what he does. I have been very open with the House on the reason for the extra work that needs to be done. There are people on the Government Benches who have been incredibly consistent on this matter and there are people on the Opposition Benches who have been less consistent. I went through the whole programme of where we got to on the timetable, and if there has been a deliberate wasting of time, it was by the previous Labour Government.

[Dr Liam Fox (North Somerset) (Con)]

Does my right hon. Friend understand the dismay and frustration in the south-west as a result of this latest delay? Our infrastructure comes to the west of London. He himself has been responsible for massive rail investment, including electrification and the spur line to Heathrow. As this latest delay will have an impact on potential inward investment in our region, what confidence can we have that a decision will finally be arrived at next summer? This is not a London issue; this is a national issue.

[Mr McLoughlin]

I agree with my right hon. Friend that this is a national issue. I am grateful to him for pointing out the amount of infrastructure investment the Government can proudly point to. We are increasing investment in infrastructure by 50% in this Parliament, something I am immensely proud of. He says that the delay will not allow us to meet what the commission report says, but I disagree with him. Even on what I am saying at the moment, which is that there will be a decision by summer next year, we will be in a position to meet the timetable for extra capacity by 2030, which is when Sir Howard says it is desperately needed by.