Oral Answers to Questions

Christian Matheson Excerpts

Thursday 23rd February 2017 Commons Chamber

[Chris Grayling]

Actually, I expect more use of technology in countries around the world to move people through passport lanes. I expect such a change to accelerate, rather than decelerate.

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

8. Whether he plans to review his Department’s policy on road tolls.

[The Minister of State, Department for Transport (Mr John Hayes)]

The Government have no plans to roll out tolling on existing roads. Successive Governments have taken the view that tolls are occasionally justified when private finance enables some of the most expensive road infrastructure, such as significant river crossings, to proceed. It is right that the user pays, rather than the taxpayer, because the user benefits.

[Christian Matheson]

My constituents who work in Liverpool will need a pay rise of £1,000 a year just to stand still when the Mersey crossing tolls are introduced. Will the Minister consider a scheme whereby those who can demonstrate that they were in permanent employment on the other side of the water on the day the tolls were announced would have either some kind of tapered introduction or a discount to reflect the additional costs?

[Mr Hayes]

As I said, it is not unusual for Governments to use tolls to finance large estuary crossings. I would rather be straightforward with the hon. Gentleman about this matter because he is a diligent, popular and well-respected Member of this House and, more importantly, he is one of my friends. I cannot do what he wants and I would rather say that now. We did consider whether we could widen or add to the discount scheme, but we could not make that cost-effective, so I would rather be absolutely frank with him and just say that.

Airport Capacity and Airspace Policy

Christian Matheson Excerpts

Thursday 2nd February 2017 Commons Chamber

[Chris Grayling]

The hon. Lady and I had the same experience yesterday. My train was not cancelled but, as she is aware, a power failure caused problems on the route—that does happen, unfortunately.

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

Renationalise them.

[Chris Grayling]

It is interesting that the hon. Gentleman says that, because of course Network Rail is in the public sector and it was a Network Rail problem. On the subject of airport expansion and the importance of ensuring that in the constituency of the hon. Member for Richmond Park (Sarah Olney) and in other affected areas we do the right thing for local people, I assure her constituents that we will work immensely hard to listen to their views in the coming weeks and to look at ways of minimising the impact of airport expansion. It is something that we need to do very carefully and with sensitivity to those communities, but I simply do not accept TfL’s figures. Heathrow airport will have an obligation to meet the targets that it has set, but I am afraid that TfL’s estimate of £19 billion or £20 billion is just plucked from thin air. I see no evidence whatever to support that estimate.

--- Later in debate ---

[Chris Grayling]

I can confirm that no talks have yet taken place, but I am expecting to meet my US counterpart in around a month’s time. Discussions took place with the previous Administration and there is good will on both sides to make sure that there is no hiatus in transatlantic air traffic.

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

I welcome today’s statement, particularly the talk about connectivity with HS2, which will of course be greater if we get an HS2 hub at Crewe. Will the Secretary of State confirm that, once there are three runways at Heathrow, the proportion of slots available to domestic traffic will remain at least the same as it is now?

[Chris Grayling]

I am looking carefully at how best to do this, because I do not want a situation in which we retain a proportion of slots, but they are always at 11 o’clock at night. It might not be simply about slots; it might be about getting the right mechanism to make sure that there is the necessary capacity to ensure that connectivity. I probably will not say simply that it will be x slots; we will want to make sure that the package is right to ensure the fair treatment of regional airports.

Oral Answers to Questions

Christian Matheson Excerpts

Thursday 12th January 2017 Commons Chamber

[Andrew Jones]

I am afraid that my local knowledge of those tunnels has not kept pace with the hon. Gentleman’s. All I can say is that I have heard his point and will take it forward with my colleagues.

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

Six lines radiate out from Chester, two of which are cross-border lines, hence the “360” in Growth Track 360. Chester is recognised as a pinch point within that railway development, so may I invite the Minister to have his next meeting on cross-border transport with Ken Skates in Chester so that he can see what preliminary work might be done before he presses ahead with the main work?

[Andrew Jones]

It is always delightful to visit the city of Chester, and I look forward to doing so.

HS2 Update

Christian Matheson Excerpts

Tuesday 15th November 2016 Commons Chamber

[Chris Grayling]

We are moving ahead now and work is being done on the next stage of electrification. I am very keen to ensure that, by 2020, we will be able to deliver improved capacity and the improved speed on trains, but we will make sure that all the benefits are delivered as quickly as possible.

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

HS2 can be justified only if its full benefits are spread across the country and it is not simply a link between major city centres. For Cheshire, that means that we must proceed with the Crewe hub to spread those benefits around. The Secretary of State has not made his decision yet, so will he tell us when we can expect to hear about the Crewe hub? Will he also confirm that investment in HS2 will not detract from further electrification along the Chester and north Wales line?

[Chris Grayling]

The improvements that we are making to the rest of the network are separate from HS2. The hon. Gentleman will be aware that we are doing a vast amount of work around the rail network—we will continue to do so. With regard to Crewe, we will have to put forward new proposals for consultation, but it is clear to me that Crewe station will have improved connectivity and will play a central part in our plans.

HS2: North-west of England

Christian Matheson Excerpts

Tuesday 11th October 2016 Westminster Hall

[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 ---

[The Parliamentary Under-Secretary of State for Transport (Andrew Jones)]

It is a pleasure to serve under your chairmanship, Mr Owen. I congratulate the hon. Member for City of Chester (Christian Matheson) on securing this debate on HS2 connectivity in the north-west. He represents a beautiful city—one of the many places in the north-west that really stands to benefit from HS2. It has been great to hear the appetite for the scheme from across the Chamber.

HS2 will become the backbone of our national rail network. It will be a key part of building a transport system and economy that works for all. It will increase rail capacity and improve connectivity, and people will not need to travel on HS2 to benefit from it. By providing new fast lines for inter-city services, HS2 will free up space on our existing railway network for new commuter, regional and freight services. We are already starting to see the benefits of the scheme in the form of jobs and skills, which are being created now.

HS2 is working with businesses across the UK, including many small and medium-sized firms, to ensure that they are well prepared to bid for contracts and reap its benefits. Construction alone will generate about 25,000 jobs and 2,000 apprenticeships. A supplier roadshow has travelled the UK, highlighting the range of commercial opportunities that the construction schemes will present, encouraging companies from all over the UK to consider tendering for some of the work. I attended the last one, which was up in Aberdeen, which highlighted to the engineering businesses in the area who have perhaps developed great skills through the oil sector that HS2 presents opportunities for them.

HS2 is not just about serving a few destinations—that phrase was heard across the House. It is not just that; HS2 services will also run on to the existing network, serving destinations in the north-west and indeed those going as far as Scotland. Interchange with conventional rail will also be key in allowing places far beyond the network to benefit. Last year we decided to take the HS2 route via Crewe and to open the route to Crewe in 2027. The journey time between Crewe and London will be just 55 minutes—that is 35 minutes faster than today. Passengers interchanging at Crewe, for example from Chester or north Wales, will also be able to take advantage.

Sir David Higgins recognised the opportunity that Crewe presents for the region. He recommended a north-west hub at Crewe to integrate regional and high-speed rail. It is a sensible idea; Crewe already is a hub. It has rail services to London, Birmingham, Shrewsbury, south Wales, Stoke, Derby, Manchester, Liverpool, Scotland and, of course, north Wales and Chester. It is also well connected to major A roads and the M6.

The Government are developing options for Crewe and we expect to provide an update on the scheme later this year as part of our planned announcement on phase 2b. I will talk a little bit more about the timing later. The hon. Member for City of Chester has clearly put across the local ambition for high-frequency HS2 services at Crewe and for the increased frequency of conventional services between Crewe and Chester. I understand that local ambition. I have made the case for my own constituency as well, as indeed have many hon. Members. We are already investing in connectivity in the region, and we only have to look at the working taking place at the Halton curve to see that. We are looking at what HS2 connectivity could be provided at Crewe to benefit the whole region.

I have to say that it is too early to lock down the service proposition at this stage. We need to understand what is possible and what benefits could be delivered, but options need to be left open so that services meet the demands and priorities of the 2020s and beyond. I also have to say that we have to think about affordability. We have incredibly ambitious rail investment programmes and there are priorities for investment across the network.

[Christian Matheson]

Does the Minister accept that the opportunities for the 2020s and beyond will actually be created by getting the service level for HS2 right?

[Andrew Jones]

I have absolutely no doubt that when we consider those services we are all thinking ahead. I entirely buy the argument that transport investment is a driver of economic growth and, indeed, social progress—whichever mode of transport we are talking about. The Government are not buying trains because we like trains; we are buying them because they facilitate economic growth. That is the same with buses and social progress.

Taking HS2 to Crewe will play an important part in turning the town around. It is already a hub and it is also a town that is in need of investment, but HS2 is not a silver bullet in itself. We need to ensure that HS2 drives regeneration, not only in the places that it serves directly but far more widely. For the economic growth benefits of HS2 to be realised and to spread, local partners have an important role to play.

It is fantastic to see the north-west making such excellent progress in its plans for the region. The northern gateway partnership is already developing its growth strategy. That work, which is aiming to deliver around 100,000 homes and 120,000 jobs, will ensure the regeneration benefits of HS2 are felt right across the region. I have met with the combined authority, Transport for Greater Manchester, on a number of occasions, and I have done the same with the west midlands. It has been fantastic to see the ambition that those areas have for regeneration, recognising that, when HS2 arrives, it will present them with significant opportunities.

Oral Answers to Questions

Christian Matheson Excerpts

Thursday 15th September 2016 Commons Chamber

[Paul Maynard]

If that is a key part of my right hon. Friend’s forthcoming report, I look forward to reading all about it and discussing it with him.

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

My constituents who work at Liverpool airport face paying an extra £1,000 a year in tolls when the new Mersey crossing is opened. Will Ministers try to find some mechanism for existing employees so that they are not hit with what is essentially a retrospective charge for going to work?

[Mr John Hayes]

Yes. The answer is that that sounds like a very good idea to me. I will obviously need to look at the detail, but I am very happy to do so. My open mind is well known.

Garden Bridge

Christian Matheson Excerpts

Wednesday 7th September 2016 Commons Chamber

[Kate Hoey]

I have great sympathy with my hon. Friend. Many other hon. Members across the country will look at this money and wonder why they have not been able to get something like this for something that is really needed in their area.

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

My hon. Friend is a doughty campaigner for her constituency in London, but does she agree that no other city or region of the UK would qualify for the level of Government attention and initial expenditure the bridge has received?

[Kate Hoey]

I absolutely agree. I stick up for London. I believe that London, being a great capital city that is loved by the people who live here while being very open to tourism, does sometimes need special arrangements, for example policing. This, however, is something very different. Perhaps the problem for my two hon. Friends is that they do not have Joanna Lumley living in their area.

Let us look at the cost. When the garden bridge was first announced, it was claimed it would not require a penny of public money. Very soon after, the former Chancellor announced £30 million of support and Transport for London also came up with £30 million. So, £60 million of taxpayers’ money has been committed to a project that came out of thin air. It had never been discussed with anyone before it was announced, unless in private discussions between Joanna Lumley, the former Chancellor and others.

From the beginning, those supporting the Garden Bridge Trust behaved as if they knew they had support in high places—and of course they had. The report in February by Project Compass, the not-for-profit procurement intelligence service, goes into great detail on how the procurement process was handled. The tender originally asked for broad options for a pedestrian bridge between Temple and the South Bank, and it made no mention of a garden/living bridge element. As a result, only the Heatherwick Studio bid responded with not just a garden bridge proposal, but a design drawing and actual location plan of the garden bridge. That had not been called for in the tender spec, yet Heatherwick Studio received the highest mark for its understanding of the brief.

A single person in City Hall—Richard de Cani, the then manging director for planning for Transport for London—assessed the technical and commercial evaluation of the three bids. Usually, subjective judgments in public tender documents have a team of assessors to ensure impartiality, but this is the same Richard de Cani who we now know used to work for Arup—the same Arup that in another flawed tendering process, as outlined by Project Compass, won the contract for the Temple bridge part of the garden bridge and has been given more than £8 million.

It gets worse. Where has Mr De Cani gone back to work? Arup, of course. Arup seems to like ex-City Hall staff, because it has recently appointed as its new global transport leader Isabel Dedring, the former City Hall deputy head of transport. She was personally involved with nearly all the meetings prior to the tendering process with Thomas Heatherwick. So, both of the officers directly involved with the entire process have now left City Hall and gone to be employed by the garden bridge engineer and lead consultant, Arup. That could be a coincidence, but I think that most fair-minded people would think that it is very strange. Even Greater London Authority’s internal audit head, Clive Walker, admitted that the procurement had been neither open nor objective.

There is a question mark over the procedure, and yet the National Audit Office could do nothing about it. It responded to me by saying that it was not in its remit to look into TfL behaviour, and that that was the responsibility of the GLA oversight committee, supported by locally appointed auditors. Ernst & Young is the GLA’s locally appointed auditor and it was also appointed by the Mayor to run the investigation into TfL, but—believe it or not—Ernst & Young is listed as having donated £500,000 to the bridge, and an Ernst & Young partner also sits on the board of the Garden Bridge Trust. The GLA oversight committee looked into that, and its chair described it as a “dodgy design procurement process” and suggested that TfL reimburse the two other applicants, WilkinsonEyre and Marks Barfield.

I think that the NAO should be able to investigate public money used by TfL. I am glad that it has agreed to look into the £30 million given by the former Chancellor of the Exchequer via the Department of Transport and how it has exercised control over the money.

The model under which the GBT operates sets a dangerous precedent—this is why this should be of interest to all Members—that allows public bodies to effectively offshore major infrastructure projects by leveraging charitable vehicles, under the oversight of the Charity Commission, to avoid the transparency and scrutiny preserved for governmental bodies via the NAO. The House will be interested to know that since July 2015, £26,720,292 has been paid to the GBT, with absolutely no accountability for how it has been spent and no visibility of its accounts.

The current Mayor stated when he came to office that £37.7 million has already been spent by the trust, but:

“Nothing has been achieved to date”.

More recently, he stated on LBC that the figure was now £42 million, yet he himself had stated that he did not want a penny more of public money. It would be interesting to know why another £5 million to £6 million has been spent since he came to office.

Recently, Lord Davies, the chair of the Garden Bridge Trust, stated on “Newsnight” that a significant amount of spend had been on two contractors, namely Arup and Bouygues, which is a French company and there are slight variations in how it is pronounced. No visibility has ever been provided over those contractual arrangements, or legal clarity provided as to whether there are clauses to return public money in the event that the project is cancelled.

I believe that contracts should not have been entered into until the land arrangements on both sides of the river had been secured because it exposes taxpayers’ funds to risk. The land deal still has to be negotiated and Coin Street Community Builders, who hold the long lease from Lambeth, are not happy with the terms of agreement even now. A judicial review has been filed. The money for that was raised by small donations across London. Quite suddenly, just a few weeks ago, the GBT changed its dates for filing its accounts, originally due on 31 July, to 31 December. Again, this lack of transparency is very worrying.

This project is at risk not just of never happening, but of being a colossal white elephant. It is nicely depicted in a cartoon in this week’s Private Eye, with a big white elephant over the Thames. We now know—it has been admitted by Lord Davies on “Newsnight”—that it is going to cost £10 million more, up to £185 million, and will be further delayed by a year even if the GBT gets what it wants. It now has to raise between £52 million and £56 million just to build the bridge, up from the original estimate of £32 million. Additional money is needed to support the running costs at £3 million per year, while the insurance is £15 million, but only £9 million has been offered as surety by the Department for Transport.

I understand—the Minister will want to go into it—why the Secretary of State agreed to continue the underwriting, but I welcome the fact that the Department did not say that it was going to increase it in any way. There was a danger of allowing it to continue, with increased amounts each month. In fact, that did not happen, which is to be welcomed. I still think that this is a ridiculous waste of public money.

The GBT’s own press release from June 2016, just a few months ago, admits to spending £22.7 million of public money solely on pre-construction activities—progressing the design, obtaining licences, permits and planning approvals, which are still not final, including stakeholder and community consultations—but no further information was provided. A number of leading construction experts have said that they cannot understand how that could have amounted to anything more than about £1 million.

I genuinely cannot understand how the Government, whether it be the Treasury or the Department for Transport, can feel comfortable with the truly remarkable amount of money already spent by the GBT. I find it hard to explain to my constituents, many of whom would be the kind of people the new Prime Minister addressed from the steps of Downing street on her first day in office, precisely how £40 million pounds of public money has already been spent on a bridge that is going to be closed regularly for private functions, that will not allow cycling and that will be subject to all sorts of rules about what can and cannot be done on it. As I said, the bridge is in completely the wrong place.

--- Later in debate ---

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

In my very brief contribution, let me start by paying warm tribute to my hon. Friend the Member for Vauxhall (Kate Hoey). It says a lot about her and her priorities that when she is offered what is apparently a prestigious large-scale project in her constituency, she instead considers its effect on ordinary people in her community, and her mind is made up partly because of that. I also pay tribute to her for the forensic way she has tried to get through the murk of the financing of this project. She has obviously made some progress, but some murk remains; there is still a lack of clarity.

My ears pricked up at the sound of the £30 million from the Government. The Transport Minister who is in his place will know that I have been campaigning for just £100,000 for a transport project on the M56 to put in police and Highways England safety cameras. Sadly, the Minister declined that expenditure. Yet at the same time we can find £30 million to pour into a black hole, which my hon. Friend tells us is a vanity project, with several big-name backers but no clear benefit to the community. Will the Minister tell the House in his response whether he thinks that £30 million spent on a vanity project garden bridge in London is better expenditure than £100,000 on motorway safety cameras in Cheshire? Is the garden bridge receiving this level of public money simply because it is in London rather than the north-west of England?

[Stephen Pound (Ealing North) (Lab)]

I am afraid my hon. Friend seems to be straying into the Brexit argument about figures written on the sides of buses, because I do not necessarily think this is an either/or. I am massively in favour of my hon. Friend getting all the money he needs for his part of the world, and he has made the case very strongly, but he must not think it is because of the garden bridge that he is not getting it. I ask him to let his spirits soar with the imagination of this marvellous project which will be immensely beneficial to London and the country. Tourists will flood in to see this beautiful creation. Have a little imagination. Chester is a beautiful city—I admire it and love to visit it. Come and visit London and see, hopefully, our marvellous garden bridge.

[Christian Matheson]

My spirits soar every time I hear my hon. Friend the Member for Ealing North (Stephen Pound). My point is simply that there seems to be a reason why £30 million of public money is being given to this project despite the immense lack of clarity that my hon. Friend the Member for Vauxhall has exposed, despite no clear end to the project, and despite very little financial and accounting responsibility and oversight.

[Peter Dowd (Bootle) (Lab)]

I completely take on board my hon. Friend’s point. Does he agree that, by all means let us have vanity projects, but let us have them when we have done the bread-and-butter stuff? In my constituency, we have got £10 million for a major link to the port and railway, but meanwhile tens of millions of pounds are being spent on these vanity projects.

[Christian Matheson]

My hon. Friend is absolutely right. However, as my hon. Friend the Member for Vauxhall’s excellent exposé has revealed, we are not even sure how much this vanity project will cost. I simply ask the Minister for some clarity: does he believe that this £30 million is—

[Oliver Colvile]

rose—

[Christian Matheson]

I have spoken for much longer than I expected to, but I will always give way to my old friend from Plymouth.

--- Later in debate ---

[Oliver Colvile]

It is a great shame, too, that there will not even be a hedgehog superhighway.

[Christian Matheson]

Much as I support the campaign of my hon. Friend the Member for Plymouth, Sutton and Devonport (Oliver Colvile), I am concerned that we are getting away from the main points that have been made by my hon. Friend the Member for Vauxhall. I simply want to ask the Minister whether he believes that this would be £30 million of public money well spent, and whether that amount would ever have been spent anywhere other than in London.

[Several hon. Members rose—]

Oral Answers to Questions

Christian Matheson Excerpts

Thursday 30th June 2016 Commons Chamber

[Claire Perry]

Yes.

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

Will the Secretary of State take the opportunity to scotch reports of Treasury meddling in HS2 post-referendum, confirm that it will be built north of Birmingham and that proper services will run through Crewe to benefit all of Cheshire?

[Mr McLoughlin]

I never comment on rumours, because I have started quite a few of them during my time in this House. I am committed to HS2, which I believe to be very important for this country. We are already seeing the benefits for Birmingham of the investment that is going around.

Transport and Local Infrastructure

Christian Matheson Excerpts

Thursday 19th May 2016 Commons Chamber

[Mr McLoughlin]

I will come on to say more about the work we are doing on road infrastructure and devolution to local authorities. Salford should be in a strong position to take advantage of some of those measures.

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

May I also pick two years out of thin air, namely 2010 to 2020, which will mark a decade of absolutely zero investment in the M56 in Chester? The Government are refusing not only to upgrade it to a smart motorway, but to install police and Highways Agency cameras so that we may know what the problems are. What can my constituents look forward to in respect of the M56 upgrade?

--- Later in debate ---

[Phil Wilson (Sedgefield) (Lab)]

I want to talk about the importance of rail manufacturing, and primarily about the importance of Hitachi to the local economy in my constituency. The Hitachi Rail Europe factory in Newton Aycliffe opened last year and is creating 730 jobs, with many more in the supply chain. The factory is a superb, modern facility. Costing £82 million, it is the largest private sector investment in the north-east of England since Nissan. The factory’s first task is to build the next generation of inter-city trains for the Great Western line, which will begin entering service next year. It will then build trains for the east coast main line from 2018. For those who use the service on a regular basis, that day cannot come too soon. The company has also won contracts for commuter trains in Scotland and on the trans-Pennine route.

Hitachi built the first bullet train in Japan in the 1960s, and I understand it is now on its seventh series of bullet trains. I want to see that technology brought to Britain and manufactured in Newton Aycliffe. Hitachi’s expertise means that it could manufacture the rolling stock for HS2 in Newton Aycliffe if it wins the contract. That would provide a great boost to manufacturing in the north-east and the rest of the UK. I see the 730 jobs that are already to be created as a minimum.

There are other areas of expansion. Hitachi Rail Europe has that name for a simple reason: it sees the UK and the north-east as its launch pad for exporting rolling stock into the European Union. That is one reason why our continued membership of the EU is vital. Hitachi has shown great confidence in UK manufacturing’s capabilities, and I can only endorse its faith in the workforce of Newton Aycliffe and the surrounding area. It has moved its global rail headquarters to London and opened a European rail research centre there, and for one primary reason: because the United Kingdom is part of the European Union. I worry about future investment in the Hitachi plant if we leave the EU.

What I am saying is not meant to be part of some “Project Fear”, but as the MP for Sedgefield, which includes Newton Aycliffe, I feel that it would be irresponsible of me not to express my deeply held worries about the future of Japanese investment if we leave the EU. Those worries find their source in statements made by the chairman of Hitachi, Mr Nakanishi. In an interview with the Financial Times on 12 October 2013, under the headline “Hitachi president warns UK against leaving the EU”, he said that he did not expect the UK to leave the EU, but that if it did,

“I would have to reconsider how to manage our railway business.”

In an article that he wrote for the Financial Times on 11 May this year, Mr Nakanishi stated:

“Britain is the centre for Hitachi’s two largest overseas infrastructure projects, in rail and new nuclear power. We invested in the country as the best base for access to the entire EU market. For our manufacturing and supplies we depend on skills and parts that come from within the UK and from Europe. Take away its EU membership, and the investment case looks very different.”

Some who want to see Britain leave the EU play mischief with major foreign investment and become cavalier with quotes and facts, picking only those that support the argument they wish to promote. For example, Matthew Elliott, the chief executive of Vote Leave, insinuated at the Treasury Committee’s public hearing on 9 May, through selective quoting, that nothing would change with Hitachi if the UK left the EU. The recent and consistent statements of the chair of Hitachi prove that there would be repercussions for further investment in the UK if we left.

As this speech is not part of a so-called “Project Fear”, I will say that if Britain votes to leave the EU on 23 June, it will not mean that the Hitachi factory in my constituency closes on 24 June. However, I am deeply concerned about its ability to generate more jobs and expand in the long term, and therefore to create economic growth both locally and nationally, if it does not have unfettered access to the EU marketplace. In a recent survey that I undertook of businesses in my constituency, more than 50% of respondents said that leaving the EU would have a negative effect on their investment plans for the future.

[Christian Matheson]

Is my hon. Friend aware that I made exactly the same point at a meeting of the all-party aerospace group about a large employer next to my constituency, Airbus? This is not simply about Hitachi, in his constituency; major manufacturers and their suppliers right across the UK have the same fears.

[Phil Wilson]

That is absolutely right. I made the specific point about Hitachi because it is based in my constituency, but it is fair to say that for a lot of foreign investors, our being part of the EU is key to their future plans.

I am disappointed that some Members are prepared to play fast and loose with the facts. The hon. Member for Uxbridge and South Ruislip (Boris Johnson) was recently quoted in the Daily Mail as saying that big businesses

“agree with an open-border immigration policy because it means they don’t, for instance, have to worry too much about us getting local people. They think they can just get a steady supply of unskilled…labour from abroad”.

That is a slur on the good name of good employers such as Hitachi, which built its factory in the north-east because of the local people’s skills and application to their work. Some 95% of Hitachi’s workforce at Newton Aycliffe come from the north-east, and they are skilled and well paid.

Because of its commitment to the local people, Hitachi—along with Gestamp, the major employer in the town, employing 1,300 people—has sponsored a university technical college, built overlooking the Hitachi factory. UTC South Durham will have more than 60 young people passing through its doors once it opens in September, and that number will build up to 600 local teenagers, who will be equipped with the essential skills required for the world of work. That is all possible because of Hitachi, Gestamp and Sunderland University’s belief in local people, but also because we are part of the European Union.

Hitachi has written to its workforce outlining the company’s position on Europe, not to bully but to inform. It is what a responsible employer does. It has made it absolutely clear that the decision on 23 June is one for the British people, but that it would be remiss of it as a responsible employer not to state its position. Some of the text of the email that Hitachi has sent its employees reads:

“Like many other international companies we invested here because of the UK’s strong economic fundamentals and rich access to talent. We are also in the UK in order to have access to the entire EU and European market. In particular for our manufacturing and supplies we depend on skills and parts which come from within the UK and Europe at large.

We can understand that the EU is not perfect but the UK’s departure from the EU would create huge uncertainty for all Hitachi businesses in the UK in terms of economics, trade, skills and talent, and would affect the stability that the company needs for continued investment and long-term growth.

We also believe that it would have negative impact upon the UK economy and carry significant risks for the remainder of the EU. Therefore we believe that a strong and united Europe with the UK in a single, open market offers the best conditions for Europe’s prosperity, and for Hitachi’s business.”

The matter could not be made clearer.

Like a lot of people, I campaigned long and hard to ensure that the Government went ahead with the deal to bring Hitachi to the north-east, because of the jobs and investment that it would bring. I am not prepared to stand idly by and watch that new inward investment—not just Hitachi, but other major investors—be threatened by our leaving the EU, and that is why I will be campaigning for a remain vote on 23 June.

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[Barbara Keeley]

Absolutely. I fear that we will keep coming back to this until the Government realise it is unreasonable to expect these women, who were expecting a pension at 60 but had it taken away from them, to live on nothing. I have constituents trying to live on their savings.

[Christian Matheson]

Does my hon. Friend share my concern that the Government have made the cynical calculation that most of the women affected will have reached pensionable age come the next general election and that they are hoping the problem will simply go away, even if the injustice does not?

[Barbara Keeley]

They might have made that calculation, but they are wrong, because over the next 10 years, as the changes are made, 2.6 million women will be affected. I think the Government will find themselves with hundreds of thousands of very angry women, as well as their family members, husbands, sisters, children and so on. The numbers ought to make Ministers take this more seriously than they appear to be doing today.

I want to finish the detail because people are interested. One bridge pension was set at around £400 a month. That is better than forcing these women, who have worked all their lives and paid national insurance contributions for 40 years, on to the Work programme, employment and support allowance or jobseeker’s allowance at 62 or 63. It is disgraceful to treat women born in the 1950s that way. And while we are discussing transport and buses, I repeat what someone wrote on social media about the lack of concessionary travel in some parts of the country for people whose state pension age has changed. Why should there be concessionary travel at 60 in London but not in many other parts of the country? That brings further hardship.

I am glad that my hon. Friend the Member for Denton and Reddish (Andrew Gwynne) mentioned the all-party parliamentary group on WASPI, which I am delighted to say 120 hon. Members signed up to last week. It was formed to provide a cross-party forum in which we can hold the Government to account over the transitional arrangements to compensate the 1950s-born women affected by the changes to the state pension age and campaign on all the other issues around the state pension age. I look forward to helping the group pursue those aims and to making progress to help my constituents. I would be happy to work with Welsh Labour, too, if it is an important issue for it. I will campaign for the hundreds of thousands of 1950s-born women affected by this injustice.

I have raised issues of Government policy adversely affecting 2.6 million women in the UK and 7 million unpaid family carers. There was nothing in the Gracious Speech to help those nearly 10 million people, but I have talked about their issues. It is a pity there were no measures to help them, but we might have an opportunity to do so in the months ahead, when I hope to see extra measures.

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

I want briefly to comment on the words of the hon. Member for Strangford (Jim Shannon), and I echo the sentiments he expressed about the visit of the President of Colombia. I pay tribute to Members from all parts of the Northern Ireland Assembly who have played a role in the Colombian peace process based on their own experience. Hon. Members in this House can be proud of the role that our colleagues from Northern Ireland have played in making the peace process as successful as it has been so far.

I welcome those parts of the Gracious Speech that we are able to support, particularly those that have been purloined so successfully from the manifesto on which I stood for election just one year ago. I am really pleased that the Government will be proceeding with the infrastructure commission. I am also pleased to welcome the measures in the buses Bill, although I was concerned to hear from my hon. Friend the Member for Denton and Reddish (Andrew Gwynne) about the restrictions that the Government seem to be imposing.

The ability to regulate bus services will be extended only to those areas where the Government have decided that there will be an elected Mayor. Perhaps the Minister for Housing and Planning might convey my concerns to the Secretary of State and his fellow Ministers in the Department for Communities and Local Government about the fact that the Government say that they do not have a one-size-fits-all policy but proceed with one anyway. It would seem that they will require Cheshire West and Chester, Cheshire East and Warrington to adopt a mayoral structure in an area that, frankly, is not suitable for it. The requirement comes with a carrot and a stick, and there will be no carrot unless we take on an elected Mayor. That is wrong for the area I represent, and I ask the Minister to bear that point in mind and take it back to his colleagues.

I welcome the moves to improve the infrastructure for electric vehicles. Following a question asked by the hon. Member for Strangford a couple of weeks ago, I made the point that infrastructure includes knowledge infrastructure. Electric vehicles are entirely different from those that use petrol or diesel. I urge Transport Ministers to consider very carefully the proposals of the Institute of the Motor Industry about providing a training and certification programme for automotive engineers so that they are aware of the dangers that electric vehicles pose to those who work in the industry and are properly trained to deal with electric engines.

On transport infrastructure, Her Majesty said that the Government would continue to support the development of the so-called northern powerhouse. I suspect that the northern powerhouse is little more than a sham—a slogan to distract from the fact that the substance is entirely lacking. I congratulate the Government on their sloganising because it has got us all talking about the northern powerhouse, rather than examining its substance. The northern powerhouse has almost become an accepted reality, which displays their mastery of distraction.

London is getting Crossrail and will now get Crossrail 2, as well as another runway. I confess that I do not have a dog in the fight when it comes to where the new runway in the south-east should be, except that I suspect it should be at Heathrow, if only because that option is least far away from the rest of the country. However, I am concerned that infrastructure development is seen merely an as extension of London infrastructure. I have always supported HS2 and I would support HS3, HS4 and HS5, because I believe infrastructure investment should be just that: investment that brings a return in the shape of jobs and prosperity. I have to say that before I became a Member I always wanted HS2 to be built from the north to the south. I fear all we will get is a London to Birmingham fast railway line, which will do little to encourage growth north of Birmingham. If so, we in the north-west of England in particular will become part of a client region of London, feeding off the scraps of London’s economic growth, rather than developing our own.

I was very concerned to hear the Secretary of State for Transport talk about HSBC transferring jobs to Birmingham as though that was something to be proud of. That will not be good for the people in London, but, more importantly, it will detract from the whole point, which is that infrastructure development should generate economic growth of its own, not simply shift growth around or across the country.

As other hon. Members have said, the danger is that the Treasury is threatening to take over the HS2 project and to trim it back so that none of the benefits originally promised will be delivered for the north-west.

[Andrew Gwynne]

Will my hon. Friend give way?

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[Christian Matheson]

I would always give way to my good friend from Denton and Reddish.

[Andrew Gwynne]

I am very grateful to my hon. Friend. There is some suggestion that, in the trimming back process, the HS2 station at Manchester airport might be dropped. Does he agree that that would be incredibly short-sighted? This is about having a high-speed rail link to the airport running not just from north to south, but—with HS3—from east to west. The airport station ought to be a hub, which would provide new links not just from the north-east right through to Manchester airport, but to Chester and beyond in the other direction.

[Christian Matheson]

What an excellent point. We used to talk about an integrated transport policy with a few local buses and a couple of local railway services. My hon. Friend has identified an integrated transport policy that includes international transport as well, and he made that case very eloquently.

The Secretary of State talks about HS2 having an impact, as I am sure it is, but the danger is that, because of the uncertainty, it will be a negative impact. To some extent, we are seeing that in the north-west, where investment decisions have been delayed until we find out exactly what will be proposed. If the Government are really serious about the northern powerhouse, they should put a stop to the anonymous briefings and the newspaper speculation, and commit to HS2 in a way that benefits the whole of the north, along the lines described by my hon. Friend. I do not want to see HS2 simply as a new line painted on Harry Beck’s London underground map, making the midlands an extension of London. That means making a reality of Sir David Higgins’s vision of a true northern rail hub at Crewe, with at least seven HS2 trains an hour stopping there to provide the great connections to the rest of Cheshire, Warrington and beyond, and a commitment to run some trains direct from HS2 to Chester—of course—and north Wales, some of which could make up those seven trains. We need to make sure that it is not just people living close to the stations who benefit from the £40 billion that the Government will invest in HS2. Local roads and railways must be built that allow my constituents and those of all other right hon. and hon. Members in Cheshire and Warrington—including, of course, the right hon. Member for Tatton (Mr Osborne)—to take advantage of the new services quickly and easily.

I understand that capacity is a fundamental driver of HS2, but so are reliability and speed. If HS2 above Birmingham is simply designed to link the centres of the major cities —London, Birmingham and Manchester, and perhaps not even Liverpool or Glasgow—it will do more damage than it saves, by sucking investment and economic growth out of areas, such as mine, seen as being on the periphery and preventing them from taking full advantage. They will lose out to the big cities. I warn Ministers that the Government risk snatching defeat from the jaws of victory by making the false and incorrect predictions of the doomsayers who opposed HS2 come true through their own myopia and the catastrophic mistake of allowing the Treasury to take over the project—not to achieve the careful cost management that we all know has to take place, but to slash and burn on investment in services to Chester and north Wales, such as cutting out the hub at Crewe and the Manchester airport option, as mentioned by my hon. Friend. All those options would generate the returns demanded by that investment. The Chester, west Cheshire and north Wales cross-border economic area is one of the fastest growing in the UK. If the Government want to pull the plug on that, it is easy: just cancel the northern HS2 hub at Crewe.

If I return briefly to the matter of road transport, the Minister will know exactly where I am going. The M56 in my area is desperately in need of an upgrade to deal with the impossible congestion that drivers experience on a daily basis, but the need for investment goes far beyond this. I remain desperately disappointed that no action is planned by the Government before 2020. I remind the Minister that this is a cross-party campaign. My next-door neighbour, the hon. Member for Weaver Vale (Graham Evans), is leading the campaign and has support from across the parties because of the importance of the motorway for my area and as a principal artery into north Wales and parts of Merseyside. Unless the Government commit to that work now, they will stifle further economic growth in that area. If I were being cynical, I might predict that the Government will make a promise to upgrade the motorway just before the 2020 election, but such a promise will be taken with the same scepticism as befits any of their promises after the collapse of their £38 billion pledge to upgrade the railways immediately after the 2015 election.

The local authorities and the local enterprise partnership in my area are clear about where investment is needed if their ambitious plans to double the size of our economy are to be delivered, and the Government need to commit to supporting those. Transport infrastructure does not come cheap, and in calling for the electrification of the Crewe to Chester to north Wales line, to link up with a new HS2 hub at Crewe, and an upgrade of the M56, I am calling for cash spending which requires prioritisation. But investment must be considered as just that: investment to generate economic growth. It is not like sticking a pin in a bet on the grand national. My area has proved its ability to grow. The local enterprise partnership has proved its ability to work with local authorities across the political spectrum to deliver that growth and bring in businesses from across the sectors to work together to achieve that growth potential. If the Government are willing to waste £70 million on an unnecessary vanity garden bridge across the Thames in London, surely they can recognise that HS2, as a national project, must benefit the whole of the nation and allow the whole of the nation to grow under its own enterprise. They should not just consider London to be the sole driver of economic growth in the UK. For all the sloganising about a so-called northern powerhouse, without the correct infrastructure in place, it seems that crumbs from London’s table will be all that we can get.

Oral Answers to Questions

Christian Matheson Excerpts

Thursday 28th April 2016 Commons Chamber

[Mr Goodwill]

I can tell my hon. Friend that great advances are being made not only with electric cars but with electric buses. I was at the Wrightbus factory in Ulster recently, where buses that will go all day are on a charge. Those vehicles would be perfect for the sort of project that she suggests.

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

Not just physical but intellectual infrastructure is required to support the electric vehicle industry, not least because the extreme voltages are extremely dangerous to people who do not know what they are doing and because the engines are entirely different from petrol and diesel engines. Has the Minister seen the campaign by the Institute for the Motor Industry for a proper accreditation, training and licensing system to spread knowledge about electric vehicles, and might his Department be able to support it?

[Mr Goodwill]

It is certainly important that the people who work on these vehicles are adequately trained. But I would caution the hon. Gentleman about suggesting that electric vehicles are more dangerous than the alternatives; anyone who has seen a petrol tank catch fire will realise that electric vehicles are intrinsically very safe.