CHAMBER OPINION CHAMBER OPINION


Many regional, political and public investment issues necessitate the vision, rationale and priorities to be championed by the local proponents themselves. This might seem to be the case when it


comes to pressing the need for the rail connectivity of the South West Region to be significantly upgraded. Applicable, indeed, not only to what should surely be taken as a “given” in the 21st Century, i.e. all-weather intercity operational resilience, but also to enhance main line speeds and capacity. Yet, have we not already had all of our SW


arguments comprehensively acknowledged at the most senior levels of Government? Is not even Prime Ministerial credibility and commitment sufficient to instigate action? Consider for example then Prime Minister


By Neill Mitchell, Independent Regional Connectivity Analyst, Plymouth


David Cameron’s letter to the “Western Morning News” of 3 March 2014: “The South West – like the rest of Britain – needs a transport network that is fit for the future... Our plans for the Westcountry need to be as ambitious as they are for every other part of the UK. Just as the whole country will benefit from new high speed rail links from North to South, I am determined that the South West will be well connected to the rest of the UK and beyond – now and in the future”.


Or, the then Secretary of State for Transport Patrick McLouglin’s statement to the House of Commons on 15 July 2014: “Network Rail’s West of Exeter Route Resilience Study reflects the Government’s commitment to delivering world class transport infrastructure in the South West”.


Or, most recently, the current Transport Secretary Chris Grayling (in Parliament) on 24 May 2018:


THE POLITICAL POLICIES THAT AFFECT THE REGION


It’s time for Government to act on connecting the South West


“I’ve given an absolute commitment that these works [Dawlish etc.] will go ahead. I regard this project as the most important infrastructure project in the country to make sure the South West is delivered a proper, resilient railway for the future”.


So there we have it. There should be no further need for the SW and its Peninsula Rail Task Force to continue labouring the arguments. The case has already been publicly accepted as (ostensibly?) a top priority within Whitehall. With regard to the specifics of the Sea Wall


at Dawlish there is also no need to “re-invent the wheel”. The Transport Secretary and his DfT team should be pressed by our regional MPs to make an appointment to visit the Parliamentary Archives in the Victoria Tower of the Palace of Westminster. There, to inspect the Adopted Plans of the “Dawlish Avoiding Line” (Exminster - Newton Abbot), as fully scrutinised and approved twice by Parliament and upon which construction work commenced in 1939 for completion by 1942. Sadly World War II and the subsequent


nationalisation of the railways in 1947 left this scheme on hold. Thence to remain in limbo until July 2014 when re-booted as an option within Network Rail’s outstanding “West of Exeter Route Resilience Study” (Options Section 6 – pages 25-28). The message to Government from South


West MPs and economic development groups alike has surely to be uncompromising. As Alastair Darling so astutely remarked upon his appointment as Labour Transport Secretary (29 May 2003): “…Let’s have no further re-examinations and re-examinations and reviews – let’s get on with it and spend the money!”


Were ever more apposite words uttered by a senior Government Minister in modern times?


FOOTNOTE SW Peers and MPs wishing to study the original plans of the “Dawlish Avoiding line” should make an appointment with the Parliamentary Archives at Westminster, requesting viewing of the “Adopted Plans” relating to both the Great Western Railway (Additional Powers) Act 1936 -“Railway No.1” and the Great Western Railway Act 1937 - “Railway No.2”.


18 Chamber Profile November/December 2018


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