UK Maritime Industry

Albert Owen Excerpts

Thursday 12th January 2017 Westminster Hall

[Albert Owen (Ynys Môn) (Lab)]

It is a pleasure to serve under your chairmanship, Mr Walker. I note what you said about my having five minutes to speak; I was rather hoping to have a minute for each year that I served as a merchant seafarer, which was 17—but that would be pushing it.

I do not have as illustrious a list as the former Shipping Minister, my hon. Friend the Member for Poplar and Limehouse (Jim Fitzpatrick), but I want to declare an interest on the record as a vice president of the Royal National Lifeboat Institution. I pay tribute to the lifeboats, the Maritime and Coastguard Agency and all of the volunteers who keep our seas and coastlines safe. I am also a former member of the National Union of Seamen. I think I am the only Member here who speaks as a former member of both NUSs; I was a member of the students’ union and the seafarers’ union, which then became part of the RMT. That was a pleasure.

I will concentrate my remarks on some of the issues raised by the right hon. Member for Orkney and Shetland (Mr Carmichael) who initiated the debate, of which I am proud to be a co-sponsor. He is right to talk about the pay discrimination that exists in the United Kingdom’s coastal waters. On the route to Ireland from my port community of Holyhead, there are Irish shipping companies—members of the European Union—that pay less than the minimum wage. I have an awful lot of respect for the Minister. I will come on to energy issues in a minute; we work together on a number of issues. He will be as disappointed as I am to know that people are paid below the minimum wage in British coastal waters.

I will move on to the value of port communities to United Kingdom plc and our economy. Some 120 commercial ports in the UK deal with 95% of the exports and imports of our island community of the United Kingdom of Great Britain and Northern Ireland. It is difficult to quantify the number of related jobs, but I wanted to talk about some joined-up thinking—and I know that the Minister will concentrate on this. We want a transport system in this country that is fully integrated for road, rail, sea and air. Ports provide a huge catalyst for jobs in their communities. They provide more than 100,000 jobs in the port communities of Britain.

[Stephen Pound (Ealing North) (Lab)]

As a red duster man, my hon. Friend knows what it is to go down to the sea in ships. He has my respect for that. He mentioned Northern Ireland. I am keen to ensure that this debate does not exclude the reality of the situation in Northern Ireland, where in ports such as Kilkeel in South Down and Strangford we have a real recruitment problem. Does my hon. Friend agree that it would be appropriate for the Minister to liaise with the Administration—which I hope pertains—in Northern Ireland over non-devolved matters relating to maritime training?

[Albert Owen]

Absolutely. I am sure that the Minister will pass that on to his colleague in the Northern Ireland Office.

My hon. Friend mentions Northern Ireland. Related to the issues I want to talk about is the potential for energy development in our country. The ports are key to that. In Belfast, for example, there is DONG Energy, which has a big operation with the offshore wind sector. I was pleased to hear the announcement today from the Government about the Swansea bay tidal project. We need to be training highly skilled seafarers to do the support vessel work that is needed around our country. Our coastal communities also depend on growing leisure and tourism, with millions of pounds of revenue and potential future revenue. We need safe training for people to go out in ships, whether on the coast or in the deep water sector.

I want to link ports with not only wind but the potential for tidal energy. We have an opportunity to be pioneers. As an island community, we have regular tides that come in very predictably, and we need to tap into that. When we talk about these projects, it is about not only the location they will be in but the whole maritime industry of the United Kingdom of Great Britain and Northern Ireland.

This industry creates vital jobs in communities. My own port community of Holyhead is the busiest seafaring port on the western seaboard. I will stray slightly into Brexit. I am concerned, as people who live in the communities on the west coast and the gateways into Wales and the United Kingdom from Ireland are, that this issue has not had sufficient attention. We talk about the important land border, but there are sea borders as well. I do not want to see additional barriers on Welsh ports and British ports if we go for full Brexit.

We need a common travel arrangement. We need arrangements between the communities of Wales, Scotland, Northern Ireland and the Republic of Ireland, so that we have a strong maritime industry and so that businesses that are dependent on our ports know there will be no additional costs. We need to continue to generate that revenue for the future.

I know we are short on time; I would have taken 17 minutes if you had allowed me, Mr Walker. British seafarers are the best seafarers in the world. They should have proper training facilities and proper wages that reflect our proud history and the potential for a proud future.

[Liz Saville Roberts (Dwyfor Meirionnydd) (PC)]

Diolch yn fawr iawn, Mr Walker. It is a pleasure to serve under your chairmanship. I thank the right hon. Member for Orkney and Shetland (Mr Carmichael) for securing this timely debate.

Wales exported £11.8 billion-worth of goods last year —an increase of £31 million from the previous year. As a net exporter, Wales’s economic, social and security interests depend on a resilient maritime industry. With 53.7 million tonnes of goods passing through Welsh ports annually, a thriving maritime industry is an essential mechanism for the workings of our economy.

A range of concerns need to be addressed to ensure that a healthy maritime industry is able to flourish, but I will focus my comments on two issues. As the proud mother of a female seafarer, I will discuss the current situation for women in the industry. I will then move on to discuss something that is equally important, given that I am the mother of a female seafarer, which is the safety issues faced by those working in the maritime sector.

Like other Members, I had quite a bit prepared about training. Women have been mentioned as an underused resource in the maritime industry. I will concentrate my comments on women. We need to look at barriers holding women back from entering this sector as a career prospect. I propose that we look at what is preventing them from not only looking at this area but gaining the certificates for higher salaried and higher status jobs. I propose that the Minister considers within that issues related to the facilities on board for female crew members; safety for women in seafaring, including internationally; attitudes towards women; and careers advice for women.

I will rush ahead, because time is of the essence, to the issue of safety. The £38 million of cuts faced by the Maritime and Coastguard Agency last year, coupled with pressure from shipowners who demand a more commercially friendly safety regime, risks jeopardising the lives of British seafarers. The International Transport Workers’ Federation estimates that 2,000 seafarers lose their lives working at sea every year. I estimate that the number is higher than that, but that is what is recorded.

I would like to highlight the case of six Russian crew members who lost their lives on 27 November 2011 when the 34-year-old general cargo ship the Swanland registered in the Cook Islands sank in the Irish sea, 12 miles off Pen Llyn. The 300-hour search and rescue operation demanded that the courageous RNLI volunteer crews of Porthdinllaen, Abersoch, Trearddur bay and Holyhead were called out in atrocious weather conditions. The Marine Accident Investigation Branch’s investigation into the wreck of the Swanland found that maintenance and repair had lacked focus and oversight, and that the cargo of limestone was loaded dangerously.

There is, of course, a great deal of good practice in the industry too. The RNLI has done excellent work in recent years with the man overboard guardian system for commercial fishermen.

[Albert Owen]

Will the hon. Lady give way?

[Liz Saville Roberts]

I will indeed.

[Mr Charles Walker (in the Chair)]

I will give everyone five minutes, but Members have to be mindful of interventions—particularly those who have already spoken.

[Albert Owen]

The hon. Lady talked about women crew members on merchant ships. Will she join me in paying tribute to the RNLI for the increasing number of women who are on our lifeboats, saving lives?

[Liz Saville Roberts]

Forgive me, but my daughter is also one of the crew at Porthdinllaen, along with three others; they are an increasing number. I pay tribute to Mike Davis, the cox of Porthdinllaen, who has been outstanding in encouraging young women to join the RNLI.

The RNLI’s latest campaign, in partnership with the Welsh Fishing Safety Committee, will promote the general use of personal locator beacons on lifejackets, which alert rescue services within one minute of a seafarer going into the sea. That has potential for rescuing people and, of course, in tragic incidents where seafarers die, it enables families to recover the bodies of their loved ones. That is a very important initiative, and we should support it. That initiative and many like it increase crew safety and save lives, and the RNLI is to be congratulated for the wide-ranging work the charity does.

It is crucial for the safety of the thousands of men and women who dedicate their lives to work at sea that we do not allow UK shipping companies, or indeed others, to erode safety regulations once the UK leaves the European Union. We must ensure that safety standards are not only upheld but updated and strengthened, to ensure that the lives of seafarers are protected. I therefore call on the Minister to review the issues I have outlined and commit to making the UK shipping industry more diverse, safer and fairer for all those who work at sea.

--- Later in debate ---

[Mr Hayes]

Yes, that is a very well made point. The hon. Lady is right to say that we perhaps understated the significance of the maritime sector. This is a point that the chairman of the all-party parliamentary group for maritime and ports and former Shipping Minister, the hon. Member for Poplar and Limehouse, made in his contribution and has made previously. Part of the role of the Shipping Minister is to champion the sector; to speak loudly and repeatedly about its significance. The hon. Lady is right that it does not just affect the places where our ports are situated; it affects the whole of our economy. Some 95% of the goods that we purchase from abroad, and the things that we send to foreign countries, go through our ports. As the representative for Grimsby, she will know how important that is.

[Albert Owen]

Will the Minister give way?

[Mr Hayes]

I will give way in a second. By the way, I am going to visit Grimsby soon and will have a look at the port. Now I will give way to another of my favourites.

[Albert Owen]

I was a bit disappointed that I was not listed among the Minister’s friends earlier on. There is a serious point that I want him to answer. Now that we have talk of an industrial strategy, will the Minister, who is in the Department for Transport, liaise with the Department for Business, Energy and Industrial Strategy to ensure that both Departments know about this so that we have joined-up thinking when we talk about ports being the catalyst?

[Mr Hayes]

We are already doing that, but these debates must have a purpose, so I reassure the hon. Gentleman that I will personally meet Ministers on exactly the issue he has raised, and in the fashion that he has described. It is important that the industrial strategy takes full account of the significance of the maritime sector, as has been said. As he spoke earlier I thought to myself for a moment, given our great history, that he has forgotten more about energy than I have ever known, but then I thought, as a former Energy Minister, that was a tad too self-deprecating.

Let me highlight the key issues that have been raised, which fall into the following categories. First, there is the maritime growth study, which I have mentioned. That was a very important piece of work and I am immensely grateful to Lord Mountevans for leading it and to others who took part. It provided a series of recommendations that will inform future policy, but as he and others acknowledged, it must be a living document. The great risk with such exercises is that the document is published, the work is done, there is a great furore around its publication and then a year later people think, “What on earth was that study?” In order to give the document continuing relevance, it needs to be regularly updated, which is precisely what I am doing through the work I just described.

The points made about the flag—as highlighted by the shadow Minister, the hon. Member for North West Durham (Pat Glass)—and tonnage tax should be pertinent to that review of the study. We can do more with tonnage tax, particularly on recruitment and training, and we need to do more, as has been acknowledged by the Government and those with whom we work, to make the flag more attractive. There has to be an offer in respect of the register that goes beyond simply raising the flag and includes a range of services that we can provide to make it more attractive. We are committed to that.

Secondly, the issue of ports was raised. We may have emphasised ports insufficiently. At the risk of adding contumely to our affairs, I disagreed to some degree with the Opposition spokesman on this issue; the ports are perhaps the best example of how private organisations investing heavily, being responsive to changing circumstances and being very efficient and competitive, compared with their European counterparts, can make a significant difference to the sector. The fact that we have private organisations—not wholly, but for the most part—running our ports is testament to what can be done when private and public interests coincide.

However, we should not be complacent. The shadow Minister is right that we need to look at the new challenges that our ports face, because they work in an extremely dynamic sector and more can be done to support them. We certainly should not have the port services regulation. As I made perfectly clear to my hon. Friend the Member for Isle of Wight, we will not have it as we do not want it and will fight it at every opportunity.

The third issue that was raised was skills and recruitment. I share almost all the views that permeated—indeed coloured—this debate, begun by the right hon. Member for Orkney and Shetland. I think that we are doing too little on recruitment and that we need to do more on skills. As Members will know, I was the apprenticeships Minister when the coalition Government first came into office. I am proud of our work on revitalising apprenticeships, but I take the point that was made. More can be done, and in my discussions on the industrial strategy I will raise the continuing importance of training in this sector. We need to recruit and train more British seafarers. It is as simple as that. Throughout this short debate Members have made the point that there has to be a career path for those seafarers. It is not enough simply to recruit people at different levels; there has to be a career path so that people can build their life in seafaring. That is a good thing and something of which we should be proud.

[Albert Owen]

The Minister made two interventions on earlier speakers, and I am really pleased that he has now taken two interventions from me. Sea cadet units across the United Kingdom were a fertile breeding ground for people for both the merchant navy and the Royal Navy. Will he do more to train youngsters up in those facilities? He will also be aware of early-day motion 516, which has been suggested by the unions. Will he work with the unions and others to ensure that we have a proper campaign for skills and safety at sea?

[Mr Hayes]

Indeed I will. I recently held a roundtable meeting, which the unions attended, on precisely those matters. I have discussed recruitment with the trade unions, and I welcome the excellent briefing produced by my trade union friends. When I first became a Minister, I said to my officials, “I want to meet the unions regularly,” and they looked slightly nervous about it. During the course of those meetings, a union representative—I will not say who—said, “We never got this much out of Labour.” I can assure the hon. Gentleman—and particularly the hon. Member for Luton North (Kelvin Hopkins), who called for this specifically in his contribution—that I will continue to work with the trade unions in exactly the way in which he has described. It is vital not only that we recruit people, but that we train them appropriately and allow them the kind of career opportunities that he called for.

Dartford Crossing: Congestion

Albert Owen Excerpts

Wednesday 7th December 2016 Westminster Hall

[Stephen Metcalfe]

I thank my hon. Friend for that point, but the point still stands. There will be vehicles trapped within what I am describing as the “congestion triangle” between junction 29 of the M25, junction 2 of the M25 and junction 1/2 of the M2/A2. Once someone is past any of those points, they do not have an alternative. Even if option C were built, they would still be heading towards the existing crossing. Although option C may still function beautifully once there has been an incident at the existing crossing, it will do nothing to address the problem. There will still be vehicles trapped in serious congestion in and around the existing crossing. No one can show me how option C would address the problems that I have just highlighted.

I know that it is not very fashionable to base decisions on evidence. We are in this post-truth era, but if Members look at my badge—everyone who would like one is welcome to one—they will see that I love evidence. Where is the evidence that option C will actually address the congestion, the poor air quality and the catastrophic impact of a failure at the bridge? When I challenged Highways England on that exact point, when I sat down with Mr Potts before he moved on, he said, “We will have to do that modelling after the decision is made.” Quite frankly, that is not good enough, and that is not the right thing to do. That is why Dartford and Thurrock should be begging for a solution at the existing crossing. It may well be option A14. I do not know; I would like to look at all those options again. I hear very clearly what my hon. Friend the Member for Dartford says about the inconvenience of the roadworks that would come from building at option A, and that does need to be addressed. However, anything that fails to sort out the problem where it actually exists is a missed opportunity.

When I sat down to write this speech and gather my thoughts, I really struggled to know where to start. Both my hon. Friend and I could write a book on this issue; we have been living this now for years. We can go back and we look at the history of the project. It started in its current form back in 2009 and has had a number of different incarnations during the past few years. We are now getting close to a decision. It may well be that the Minister and the Secretary of State stick with option C, as recommended by Highways England. However, I fear that we are answering a question that was posed many years ago, conflating too many different issues and not actually answering the original question: what do we do about congestion at Dartford?

Until we can answer that question satisfactorily—whether we spend £4.5 billion on option C, or £6.5 billion on option A14—we should not commit to anything. We have to know that what we are going to do and spend billions of pounds on will actually have an impact on the lives of the people my hon. Friend the Member for Dartford and I represent. Until that can be proven, building a very handy road from Dover to the north of England, although that may have merits, would be a wrong-headed decision. My hon. Friend has made many, many points that I agree with, and we want the same outcome. We want better air quality for our constituents. We want free-flowing traffic. We do not want the number of accidents and the problems that we all see. However, if we do not address that problem now we are still going to have real problems in the future.

My hon. Friend asked why so many people have opted for option C. There was a long list of people, including those at Lakeside, but I would just challenge that. I am not challenging them saying that they would like option C, but look at where Lakeside is located, with its slip roads going the wrong way on to the A13 heading towards junction 30 on the M25. Even with the slightest incident its slip roads back up very quickly, so I am surprised by that. Very few people from the long list of those who want option C are based in Thurrock, although I accept that some are. However, when given only one option—I think we all accept that the consultation that was conducted earlier this year really presented only one option, which was option C—it is no wonder that people said that was the one they wanted. They were not really given an opportunity to comment on option A.

Finally, I reiterate that we have to solve the problem where it lies. We all deserve to see the evidence and see how this will work before any decision is made to carve through my constituency, or indeed that of my hon. Friend.

[Albert Owen (in the Chair)]

Before I call the Front Benchers, I remind Members that we are finishing at 5.30 pm. The Minister may want to give Mr Johnson an opportunity to wind up briefly.

Rail Infrastructure (Train Operating Companies)

Albert Owen Excerpts

Tuesday 6th December 2016 Commons Chamber

[Chris Grayling]

We will work with the National Infrastructure Commission, and we will also work closely with the local authorities that have been involved in helping to develop the project. I will not give my hon. Friend a date, but I would say that one reason for doing this is that I want to accelerate the process. I look at the pipeline of projects that Network Rail has, and I do not want this project to disappear into the middle of the next decade; I want us to start real improvement works quickly. We have money from the autumn statement to start some of that work around the intersection with HS2, but I just want to make this project happen quickly. We have to demonstrate sometimes in this country that we can get on with things.

[Albert Owen (Ynys Môn) (Lab)]

My constituency and the north Wales line are covered by two major franchises, Wales and borders, and west coast; by two Governments, the Welsh Government and the UK Government; and by Network Rail. In future, under the Secretary of State’s plans, who would be responsible for safety? Has he spoken to the Welsh Government about that?

[Chris Grayling]

Today’s announcement is predominantly about England, because, as the hon. Gentleman knows, the Welsh Government are taking the lead in designing the franchise. I know that they have sympathy with this view, because they are pathfinders at the moment in securing bids from integrated consortiums for the proposed Cardiff metro service, but I will discuss this with the Welsh Government, as I have regular conversations with them. I hope that they may want to build on some of the things we are seeking to do in England.

Disability Equality Training (Taxi and Private Hire Vehicle Drivers) Bill

Albert Owen Excerpts

2nd reading: House of Commons
Friday 18th November 2016 Commons Chamber

[Albert Owen (Ynys Môn) (Lab)]

I congratulate my hon. Friend on securing his private Member’s Bill and leading the debate today. He mentioned that the law would apply in England and Wales. We already have guidance on this in Wales, and Guide Dogs Campaigns is working with the Welsh Government on it. Will he work with the Welsh Government to ensure that a similar Bill can be enacted in Wales?

[Andrew Gwynne]

Absolutely. I discovered as a result of the discussions I had when preparing my Bill that not all the relevant functions have yet been devolved to Ministers in the Welsh Government and that some of the duties therefore still rest with the Secretary of State for Transport here in Whitehall. That is why some of the provisions in the Bill relate to Wales. But my hon. Friend is absolutely right: we need to get these provisions in place across the whole United Kingdom. There are parts of the UK that have advanced further down this track than England and Wales have done, and my Bill is trying to put that right.

HS2: North-west of England

Albert Owen Excerpts

Tuesday 11th October 2016 Westminster Hall

[Albert Owen (in the Chair)]

We now move to the next debate. From the outset, I want to make it clear that it is an hour-long debate and that I will call the three Front-Bench spokespersons, including the Minister, within half an hour. A number of Members are down to speak and I ask them to be concise. I am sure that the Member moving the motion will take interventions, if necessary, during his opening remarks.

[Christian Matheson (City of Chester) (Lab)]

I beg to move,

That this House has considered HS2 in the North West of England.

I am grateful for the opportunity to raise the question of High Speed 2 in the north-west of England, and it is a great pleasure to see you in the Chair, Mr Owen.

Infrastructure investment should be a good thing for the economy, and in principle I am all in favour of HS2, and HS3, HS4, and HS5. But as things stand, and until assurances are given by the Government, I remain ambivalent that HS2 will truly bring the promised benefits to all of the UK. Indeed, if rumours, press stories and anonymous briefings are to be believed, it will simply be a fast link between the major centres of London, Birmingham and Manchester that will help to expand those three big cities while further squeezing out growth in the areas outside those metropolises. Therefore, the consideration must be about not just the physical layout of the line and its track works, but the services on it, and the line design must flow from the service level required, rather than the other way around.

I sound that element of caution because, as we have seen with HS2 phase one, once the project gets passed over to the Treasury, finance often becomes the only—and a short-term—consideration. For example, the HS2 spur to Heathrow Airport is lost, with warnings of further cuts. Indeed, we are still waiting for formal confirmation that HS2 will go ahead at all, which is one reason I always called for the whole project to be built from the north to the south, to ensure that it did not simply become yet another major infrastructure programme focused solely on London and the south-east. Worse than that would be the opportunity missed if the wrong strategy for HS2 in the north-west was adopted. The Government’s own vision for HS2 in its consultation envisaged that only two trains per hour would stop at Crewe, with the majority of trains going into a tunnel just south of Crewe and bypassing the station, and therefore the region—my sub-region—completely.

In making my case, I am pleased to call in support two principal backers: Sir David Higgins, with his report “HS2 Plus”, and the board of the Cheshire and Warrington local enterprise partnership. Our LEP’s economic strategy is based very clearly on the vision of Sir David Higgins of a hub at Crewe, interlinked with local lines and distributing the growth benefits across our sub-region. Sir David’s report demonstrates that Crewe sits at the very centre of the north-west rail system, and states very clearly that Crewe should therefore become a regional transport hub, with HS2 fully integrated into plans for revitalising the northern economy as a whole. Rail lines from Crewe radiate towards Manchester and Liverpool, Stoke and Derby, and Warrington, and on to Lancashire and Scotland, Shrewsbury and mid-Wales, and many of the smaller towns in Cheshire, as well as Chester and north Wales and the Wirral. A proper regional rail hub at Crewe would allow all of those places to enjoy the benefits of the huge investment that the nation is making in the new line.

From the work undertaken by my LEP, the main conclusion is clear: a proper regional hub at Crewe could extend the benefits of HS2 to 1.5 million people across the north-west and north Wales, reducing travel time to London by an hour. Those figures come from modelling work done by Mott MacDonald, commissioned by the LEP. The firm was asked to assume that five trains per hour from London stop at Crewe, with up to four trains an hour then running from Crewe on all the lines that radiate out from there. In some cases, perhaps because there are single track sections on the line, that would not be possible, so the LEP asked Mott MacDonald to limit the number of additional trains to what the current infrastructure can accommodate.

My own local authority, Cheshire West and Chester, working with neighbouring authorities in the Mersey Dee Alliance area, which includes councils across the border in north Wales, has also identified the importance of rail infrastructure as central to the economic growth of our region. “Growth Track 360”, a report published by that alliance of businesses and political and public sector leaders, led by Samantha Dixon, the leader of Cheshire West and Chester council, has set out a programme of rail improvements that will transform the economies of Cheshire and north Wales by providing better links between places in Cheshire and the Wirral and into north Wales. By linking such improvements into the services radiating out from a proper rail hub at Crewe, we can offer even more people in Cheshire, north Wales and Merseyside the benefits of the journey time improvements that HS2 provides.

“Growth Track 360” also calls for developments at Crewe to be future-proofed, to ensure that in the long term HS2 trains have the ability to “turn left at Crewe”, as we say, towards Chester and on to north Wales. If that does not happen, 1.5 million people will be on a branch line and the full benefits of HS2 will be lost. Surely those areas also have a right to benefit from public investment in HS2? But, just as importantly, they have the right not to suffer from—to coin a phrase used on the railways—the wrong type of HS2.

I am clear that if we do not get the Higgins vision of a rail hub, investment and growth will be sucked out of and away from Cheshire and other parts of the north-west in favour of the already big cities. I do not want Cheshire’s growth to depend on crumbs from the table of Manchester. Employers in my area already tell me that they lose skilled workers to Manchester because the local rail links to Manchester and the local and regional motorway network—yes, I am talking about the M56—are insufficient. If the strategic rail network also fails to serve the entire region, the negative effects could be catastrophic and long term.

My LEP has drawn some interesting and valuable comparisons with the effect of high-speed rail connectivity in similar circumstances elsewhere. Lyon was the first city to be connected to the TGV network in France. It now handles more than 100,000 passengers a day more than when it was opened, and it has led to the creation of 40,000 new jobs in the area around the station. Lille is a city about the same size as Warrington. In the eight years after its TGV station was opened, employment in the city and the surrounding region grew by nearly 120,000. Key to that success was the creation of a strong local network of trains, trams and buses linking to the TGV network at Lille station, much like the regional rail hub Sir David Higgins proposed for Crewe. Kakegawa is a similar-sized city to Chester. It was originally bypassed by the Japanese high-speed rail network. It finally got a new station in 1988, leading directly to an almost 40% increase in industrial output in the town in just four years.

So, in the debate and more generally, we now await the Government’s proposals for HS2 phase two. I am grateful for the Transport Minister’s attendance today and even more grateful that it is he and not one of his colleagues from the Treasury who will respond. Clearly, one of the big concerns of HS2 is cost, and we cannot write blank cheques, but if we can consider HS2 as an investment that will benefit the whole country, hopefully we can arrive at a solution that spreads its wealth across the whole country too. Central to that is the Higgins hub at Crewe with its five or six trains an hour, and through services connecting HS2 to all the major towns and cities in the north-west and on to Birmingham and London.

In conclusion, we have a choice: we can take Harry Beck’s plan of the London underground, draw a short line above Chesham and Amersham showing Birmingham and Manchester, and consider HS2 to be just another part of London’s transport network, or we can recognise that a truly national project should have truly national benefits. I suggest to the Minister that now would be a great time for the Government to confirm that their intention is the latter.

[Albert Owen (in the Chair)]

I have just sought clarification about the wind-ups. The Labour and Scottish National parties have five minutes each, not 10, to wind up, and the Minister has 10 minutes to respond to the debate.

--- Later in debate ---

[Several hon. Members rose—]

[Albert Owen (in the Chair)]

Order. Three Members have indicated that they want to speak. If they take five minutes each, that would be great.

--- Later in debate ---

[Graham Evans]

I absolutely agree. My hon. Friend raises an important point. High Speed 2 is not just about Cheshire and the north-west region. It is about another country and the north Wales economy. He is exactly right. The Mersey Dee Alliance is a good alliance, and I am very pleased, as he is, to be part of it. It is about looking at this together, because enterprise zones do not recognise borders, and those of us representing Cheshire will benefit from the cross-border activity. It is very important that the rail infrastructure travels along north Wales and Anglesey to the markets of Ireland.

It would be a mistake to look at High Speed 2 as a stand-alone project. Over the next five years, three times the amount that is spent on High Speed 2 will be spent on roads, railways and other forms of transport. It is really important to ensure that High Speed 2 and the expenditure on other transport in the north-west complement each other so the connectivity that High Speed 2 brings is enhanced throughout the north-west, spreading the benefits. Trying to get from Northwich to Widnes and Runcorn is a nightmare. It is virtually impossible. Passengers trundle into Stockport, and then trundle along over to Widnes and into Liverpool. Increasing capacity on rail networks will potentially remove an estimated 10 million vehicles from UK roads, significantly relieving the pressure on busy sections of roads, such as the M56 in my constituency, which the hon. Member for City of Chester could not resist mentioning. We are all as one on the M56’s issues.

We have only to look at another French town, Lille, whose economy has flourished as a result of the connectivity of high-speed rail and the connection to the HS1 line, to see the potential that High Speed 2 can bring to north-west hubs such as Crewe. Those areas of France have been transformed. Around the station in Lille, investment has increased significantly, and new offices, hotels, a retail centre and a conference centre are all being developed. The Euralille complex, situated between the two Lille stations, has emerged as the third largest business centre in France. That highlights the real opportunity for Cheshire and its towns. Lille highlights how forward vision and connectivity together can be a radical catalyst for growth in any modern city.

Connectivity between our cities is vital for the development of the northern powerhouse and the rebalancing of our economy. North-west businesses will have better access to specialised services, a larger workforce and greater opportunities to offer their services to the capital. Likewise, shorter journey times are vital for business-related journeys, and connections with London alone could bring £4 billion of benefits to the north-west. Over the next few decades, High Speed 2 will play a fundamental role in reshaping our economy. Some 70% of jobs created by High Speed 2 are forecast to be outside London. I am sure all hon. Members will agree that we want those jobs in the north of England and Scotland.

We must look at High Speed 2 not in isolation but as part of an overall strategy for improving connectivity throughout the north-west. We must take steps to ensure that spending on other areas of transport infrastructure is, as much as possible, complementary to the High Speed 2 network so we can replicate Lille’s success at hubs such as Crewe in the north-west of England.

[Albert Owen (in the Chair)]

I hope that the trains are more on time than the hon. Gentleman’s five-minute speech.

[Mike Kane (Wythenshawe and Sale East) (Lab)]

I praise my hon. Friend the Member for City of Chester (Christian Matheson) for securing this timely debate. I have the most visited constituency in the north-west of England—in fact, 25 million people have visited it in the past 12 months. Hon. Members have probably guessed that Manchester airport is on my southern boundary, but that makes the issue very relevant to us.

Daniel Adamson, a Mancunian entrepreneur and engineer, coined the term “northern powerhouse” in 1860 when he built the Manchester ship canal. He wanted to create a continuous economic region from the estuary of the Mersey to the banks of the Humber estuary. We are focusing on HS2 and its impact—an impact like the ship canal had more than a century ago.

HS2 will drive growth in the north, as other Members have said, and help free up capacity, as my hon. Friend the Member for Stalybridge and Hyde (Jonathan Reynolds) said. The west coast main line will be full by 2024. We need the extra capacity, but we also need a station at Manchester airport. That will be critical to ensuring that the benefits of the project are felt beyond Manchester as a whole, in the wider catchment areas. Any measures that help to reduce journey times and free up capacity on the existing network, enabling more places across the north to be connected to Manchester airport, will be most welcome.

One of the most important features of HS2 and a station at Manchester airport is the potential for wider rail network improvements. A connected network would potentially deliver truly transformational benefits for the north. Connectivity to and from Manchester airport is a key factor for airlines when they think about introducing new long-haul routes. With the current rail access, 3.5 million people are within a two-hour catchment area of Manchester airport using public transport, compared with 11 million and 12 million for Gatwick and Heathrow respectively. Currently, the only city that can be reached by rail from Manchester airport in 30 minutes is Manchester. As my hon. Friend the Member for Blackley and Broughton (Graham Stringer) alluded to, that situation exists following decades of Governments of both parties spending 90% of infrastructure investment on the south and the south-east.

I mentioned the transformational nature of a connected network. The current journey time from Manchester airport to Euston is two hours and 24 minutes. That will be revolutionised; it will come down to 59 minutes. If we do this right, it will open up whole new markets, from Hull to Liverpool, Chester and north Wales.

Let us look at the growth of comparator European airports and cities. Amsterdam’s Schiphol airport has a smaller immediate population than Greater Manchester, yet successfully draws a higher proportion of its passengers from further afield. That is supported by rail journeys around 30% quicker than those between Manchester and the likes of Liverpool, Leeds and Sheffield. From Manchester airport, it currently takes 65 minutes to get to Liverpool and 73 minutes to get to Sheffield. If we introduced HS2 and HS3, those journeys would be reduced to 30 minutes. To get from Manchester airport to Leeds, it would take 10 minutes to get to Manchester city centre and another 30 minutes to get to Leeds—40 minutes in total. We would be linking three major airport hubs at Speke, Manchester and Leeds-Bradford, all for the cost of one Crossrail project—it would be the same length—and creating unheard-of runway capacity across the north.

We estimate that with the right rail improvements that opened up the catchment area and gave airlines access to more passenger demand, 20 to 30 new long-haul routes from Manchester airport would be made viable. I would like the Minister to respond to those points, and possibly pledge to follow through and ensure that the design and delivery of the HS2 works goes hand in hand with the delivery of a true east-west link as part of wider rail network improvements, and that both schemes are delivered at the earliest possible opportunity so that we can derive maximum benefit and close the north-south productivity gap as soon as possible. We are focused on Heathrow—we will be for weeks, months and years ahead—but we will get more bang for our buck in GDP as a country and an economy by investing in our northern infrastructure than we ever will by investing in runway 3 at Heathrow.

[Albert Owen (in the Chair)]

Order. I call Mary Robinson to conclude the Back-Bench contributions. I will call the Scottish National party spokesman at 10 past 5 at the latest.