High Speed Rail (Crewe - Manchester) Bill

Debate between Christian Matheson and Gavin Newlands

2nd reading
Monday 20th June 2022 Commons Chamber

[Gavin Newlands]

We were in favour of phase 2b’s being constructed all the way to Leeds, which would allow for that development of twin-tracking high-speed lines to the border, but that has been cancelled. The Scottish Government have long supported HS2 and has a memorandum of understanding with the Government for HS2 to be delivered to Scotland, massively improving journey times and helping to drive the modal shift I have spoken about previously.

The decision to cancel the link highlights once again that the UK Government cannot be trusted to lead on levelling up, especially when it comes to Scotland. The move has met near-unanimous objections—despite the protestations of the hon. Member for Warrington South (Andy Carter)—especially from the rail industry. A combined statement from the Railway Industry Association, the Rail Freight Group, and the High Speed Rail Group said:

“It is hugely disappointing to discover that, on a day when much political attention was focused elsewhere, the Government confirmed that the ‘Golborne Link’ is to be removed from the HS2 project.

Only six months ago, the Golborne Link was included in the Integrated Rail Plan, as well as the HS2 Phase 2b Bill. The Link has been provided for in the budget for HS2 and is needed to allow adequate capacity on the national rail network to fulfil its vital function of handling the nation’s longer distance movements of both passengers and freight. Without this connection, a bottleneck will be created north of Crewe on the West Coast Main Line, which in turn will negatively impact outcomes for passengers, decarbonisation and levelling up.”

The statement went on:

“Such an important, strategic question of how HS2 services connect into Scotland cannot be left open or uncertain.”

The move has been seen as a cynical betrayal of Scottish interests, aimed at placating Tory voters and MPs at the expense of Scots. With levelling-up funds disproportionately invested in Tory seats, a Tory cost of living crisis undermining any possible progress, a Prime Minister who cannot even be bothered to turn up to his own party’s levelling-up conference and now key levelling-up projects cancelled on a whim, this Tory Government cannot be trusted to deliver levelling up. While the UK Government continue to withhold and abuse money that is meant to replace EU funding, Scotland will continue to be undermined by a Tory Government without integrity, honesty, or a plan.

If the UK Government do not want to spend the money needed to properly link up HS2 with the classic network, they should give the money to the Scottish Government, who can do something real and tangible with it. With electrification costs in Scotland less than two thirds, and an aim to get to nearly half, of those in England, Transport Scotland will get a bigger bang for its buck, and ultimately at zero extra cost to the UK, as until two weeks ago it planned to spend the money anyway.

That £3 billion of extra funding for Scotland’s Parliament to spend on Scotland’s transport network would be welcomed by a Government who have been matching big ambition with action, whether on rail electrification, zero emission vehicles or active travel spending that is nearly eight times that of England. The benefits of HS2 will be substantially reduced if, at the end of a Rolls-Royce service through HS2, the rest of the rail network is a clapped-out banger.

Thankfully, in Scotland we have invested in both electrification and new rolling stock, meaning that HS2 arrivals in Glasgow and Edinburgh—should they ever get there—will be met with modern railways. Sadly, the same cannot be said for the north of England, which is again at the back of the queue when it comes to improving the railway that the majority of people will continue to use, and where cities such as Leeds and Bradford are still left in the sidings of what should be a 21st century railway.

I also want to mention Wales, since the Treasury has magically created a railway line serving Wales that has not a single inch of track in Wales—I hope the Ordnance Survey have been notified of the Government’s ground-breaking cartography. Scotland and Northern Ireland will receive Barnett consequentials from HS2 expenditure, as they should, but Wales has been told that HS2 is a joint England and Wales enterprise, despite its being entirely in England, and that not a penny of consequential spending will find its way to Cardiff Bay.

That consequential funding could be invested in one of the Welsh Government’s priorities, like the South Wales Metro or even the Cardiff to Swansea electrification previously binned by the Westminster Government. Instead the Senedd will get nothing. Even the Welsh Affairs Committee, which has an inbuilt Tory majority, called for Barnett to be applied to HS2 to give Wales the fair funding it should receive. The progress of this Bill is an opportunity for the Treasury to think again, do the right thing and ensure Wales gets the money it deserves.

[Christian Matheson]

The hon. Gentleman has talked about the South Wales Metro and the south Wales main line, but he has not mentioned the north Wales main line, which could easily also be electrified, particularly if it was connected to an electrified line from Crewe to Chester.

[Gavin Newlands]

I did not mention it because I knew that the hon. Gentleman would intervene and mention it for me. I wholeheartedly agree with the point that he makes.

Just as Scotland and, in particular, Wales have been short-changed by this Government, so has the north of England. Leeds and Bradford were cut out of HS2, affecting potential services across the east coast. It is shameful that this Bill is going ahead without the equivalent scheme for Yorkshire and the north-east of England. The previously vaunted Y-shaped HS2 network now seems more like a V sign to millions of people in communities who would have been connected to the new network but who, like Scotland and Wales, will rely on crumbs from the UK’s table and vague promises of future improvements.

We need to talk about the rather grubby and suspicious timing of this announcement, which came just minutes before the confidence vote on the Prime Minister on 6 June. Given that we hear that levelling-up funding was promised as sweeteners for support in that confidence vote, it is not beyond reason to question whether there is a link between the last-minute cancellation and the vote. The DFT has claimed that the timing of the announcement with the confidence vote on the Prime Minister was purely coincidental, but this Government have shown themselves to have such a casual relationship with integrity and honesty, is it any wonder that the public openly question whether such claims can be trusted?

Despite concocted complaints that the Scottish Government do not co-operate on transport connectivity, the Tories did not even bother discussing cutting the Golborne link with Scottish Ministers before acting. Transport is a devolved matter. The Scottish Government should not just be consulted; Scottish Ministers must give their consent to any projects relating to devolved matters. Despite this, the UK Government’s decision to cancel the Golborne link was unilateral and made without so much as a by-your-leave to the Scottish Government. The UK Government claim that they are working with the Scottish Government on alternatives, but in reality they have shown an utter disregard for the Scottish Government in this process. Scottish Ministers had already aired concerns about the Bill that thus far have gone unanswered, so this latest unilateral move proves beyond doubt that this Government have no intention to respect the Scottish Government on transport issues.

Notwithstanding the fact that this Government have long since abandoned the concept of honouring the Sewel convention, this Bill requires legislative consent from the Scottish Parliament. It is absolutely right that the Scottish Parliament considers in detail the implications around legislative consent resulting from the Bill. The Cabinet Secretary, Michael Matheson, has recommended that consent be given at this time to a number of clauses, but not all clauses, pending further policy discussions. The devolved issues that the Bill seeks to amend that we see as overreach are the water environment in clause 28, building standards in clause 29 and schedule 22, Crown land and the Scottish Crown estate in clauses 51 and 54, and roads and roadworks provisions in schedule 24. Depending on the outcome of any discussions with the Scottish Government in the coming weeks, we may look to amend the Bill on these matters, in addition to the removal of the Golborne link at later stages of the Bill.

The Tories’ mismanagement of rail infrastructure and labour relations highlights the need for Scotland to take full control of its rail network. While Scotland is tied to the UK rail system it will continue to suffer the consequences of UK Government misrule. The Scottish Government’s processes for identifying transport investment priorities are not undertaken in isolation and are in place to allow assessment of cross-Government spending priorities across a whole host of other portfolios. Transport infrastructure investment should focus on projects that improve lives, boost our economy, support communities, and work towards net zero. That is how the Scottish Government are planning Scotland’s future transport infrastructure investment, and they are doing so through the second strategic transport projects review, not the Union connectivity review or any other UK Government plan that does not align with Scotland’s interests.

Since 2007, the Scottish Government has invested more than £9 billion in rail infrastructure in Scotland. Since 2009, the communities of Alloa, Laurencekirk, Armadale, Blackridge, Caldercruix, Conon Bridge, Shawfair, Eskbank, Newtongrange, Gorebridge, Stow, Galashiels, Tweedbank and Kintore have been reconnected to the rail network through a reversal of Beeching cuts and other historic closures. In the next three years, Reston, East Linton, Dalcross, Cameron Bridge and Leven will follow. The SNP is working hard to create a rail service for the 21st century, but meanwhile the UK Government are bungling infrastructure projects, stoking industrial disputes with unions, and proving definitively that the Union cannot and will not deliver for Scotland.

We support HS2 because all of us across these isles have a shared interest in improving connectivity and doing everything possible to drive decarbonisation and the transition to net zero. Renewing existing railway lines and building new ones must be a key part of that ambition, just as it is in Scotland, but the limits of the UK’s ambition are contained through this Bill. We will seek to push those on the Government Benches to extend that ambition before Royal Assent and to demonstrate how they intend to level up the huge swathes of this island who will feel little or no benefit from HS2. It is incumbent on the Government to explain what else they are doing to integrate HS2 into the wider transport network and how they intend to do that over the course of this Bill’s passage.

Oral Answers to Questions

Debate between Christian Matheson and Gavin Newlands

Thursday 22nd July 2021 Commons Chamber

[Christian Matheson (City of Chester)]

Any changes to the commission’s accountability are a matter for the UK Parliament through statute and not the Speaker’s Committee. The Elections Bill was introduced to the House earlier this month. Members will have the opportunity to debate the proposals relating to the Electoral Commission during the passage of the Bill. The commission will provide briefings for parliamentarians to support their considerations of the Bill’s content and impact, covering the full scope of the measures proposed.

[Gavin Newlands [V]]

I thank the hon. Member for that response, but under the Government’s proposals in the Elections Bill, the Electoral Commission’s powers to ensure that criminal offences under electoral law are prosecuted will be drastically curtailed. Given the numerous instances over recent years of sharp practice and outright criminality, and the corrupting influence of dark money in our democratic processes, will the Electoral Commission be able to fulfil its basic remit and properly regulate donations and spending if the Bill is passed?

[Christian Matheson]

The Electoral Commission tells me that effective enforcement when the rules are broken gives voters and campaigners confidence in the system. Where any political party or campaigner deliberately or recklessly breaks electoral law, voters have the right to expect that they will face prosecution. The Government do not consider prosecution to be an area of work that the commission should undertake. If the Elections Bill is passed, the commission will work with the Government and other prosecuting authorities to ensure that there is no regulatory gap across the full range of offences. The commission will retain a range of other powers and access to civil sanctions to continue its important work in regulating political finance.