High Speed Rail (Crewe - Manchester) Bill

Debate between Graham Stringer and Matt Rodda

2nd reading
Monday 20th June 2022 Commons Chamber

[Matt Rodda (Reading East) (Lab)]

It is a pleasure to speak in such an important debate, and to follow the hon. Member for Crewe and Nantwich (Dr Mullan). I was fascinated to hear his points about his town. I represent a town that also grew dramatically due to the railways. Indeed, the whole spread of southern England, from west London through Slough, Reading and smaller places such as Didcot, Swindon and over to Bristol, benefited hugely from that historic railway investment. We look forward to further investment and benefits from Crossrail and the Elizabeth line, and I send the hon. Gentleman good wishes, and hope that his constituency benefits in the same way.

I have a few important points in general support of HS2. This is a crucial piece of national rail infrastructure, and even though it does not directly relate to the part of the country I represent, I believe it is a national priority for us all. I will also mention the overall benefits of rail investment as a mode of transport, the need for further investment, and the need for more sensitivity and thought from the Government on some of the finer points. In particular, we should learn lessons from Crossrail, which is a fantastic project and piece of investment that we should all be proud of in this country. Hopefully, the lessons of that huge infrastructure project can be learned for HS2.

Starting with the wider point about national infrastructure, it has been fascinating to hear the speeches tonight. One or two Members have mentioned how our country has sadly lagged behind other western countries and, indeed, some emerging economies in investment in high-speed rail. The economic case for investment at scale is clear, and HS2 is a huge national priority. I am proud that the last Labour Government began the process that has continued under the current Government. There is cross-party agreement and it is a national priority.

HS2’s benefits are about capacity, as the hon. Member for Crewe and Nantwich rightly pointed out, but also reducing time and, as others have mentioned, the regeneration of major cities and smaller towns around the country and the overall benefit to British industry and engineering prowess. We should all be very proud of that and support it. I hope that those who have reservations about HS2 can see the benefits, and I thought my hon. Friend the Member for Slough (Mr Dhesi) was right when he challenged one of the strident opponents to think about some of the benefits. The Minister, the hon. Member for Aldridge-Brownhills (Wendy Morton), made the same point.

On supporting rail investment as a whole, HS2 fits within a wider range of investment in rail as a mode of transport. Rail has so many advantages over other modes of transport, particularly on our highly congested island, where we suffer from enormous amounts of car pollution. There are physical limits to capacity for car travel in most British cities and towns, and through rural areas. We all have residents who are concerned about traffic, congestion and parking from the number of cars we have in the country. We need to think more about using rail, which in many ways is an under-utilised national resource, yet is so wonderful in its economic and environmental benefits.

I want to pick up on a couple of examples to illustrate the need for wider rail investment and its benefits to the country as a whole. We have discussed the benefits in connectivity and time on many fronts, but it is also worth considering the significant advantages of rail in reducing carbon emissions in the UK. Even rail that uses fossil fuels as a fuel has a far lower level of emissions per capita than other modes of transport. It is a much more effective means of transport in that way, and electrification and using renewable, low-carbon or zero-carbon energy has huge benefits to this country and will help us to meet our ambitious carbon reduction targets in a way that is difficult to envisage for other modes of transport.

We need to see investment in rail in the broad sense as a huge national benefit, both economically and environmentally on a big scale. It can help the local environment in our constituencies by getting people out of car commuting and into rail commuting and easing the pressure on neighbourhoods, which can be blighted by car travel. Obviously some people need to use roads for work if public transport is not available, but the two things can be complementary. In my town and the surrounding suburban areas, there are huge benefits when people use public transport. It frees up road space—that is at a premium, and it is extremely difficult to create any more in urban areas—for people who have to travel, such as those who have a trade or an urgent need to drive or are using a route not provided by public transport. On balance and in general, we need to think about the overall benefits of rail investment, and on that basis I am pleased to support the Bill.

I would like to challenge the Minister and the Government on a number of ways in which they are falling short at the moment. My hon. Friend the Member for Slough is right that we should deliver HS2 in full. It is a very ambitious line, but comparable countries have had much greater investments in high-speed rail over a long time. I remember travelling on the Eurostar from Geneva to Paris in the early 1990s as a student and being staggered by the speed at which I could get across France. That was 30 years ago; we need to invest properly in this link for the whole of England so that the whole route is properly delivered, as was originally envisaged, to provide the benefits we would all like to see for communities across the country—the kind of benefits that the hon. Member for Crewe and Nantwich rightly highlighted in his own area.

The Government need to be careful to listen to MPs and local councils in the north of England, many of whom are rightly holding them to account and expressing serious concerns about how the current proposals are selling local communities short. In particular, the failure in the east midlands is significant. The failure to complete the eastern part of the HS2 network is a huge shortfall to large parts of the north and midlands. If I were representing that region, and particularly if I were a Government MP, I would be disappointed in my colleagues that that change is being put forward.

I will move on to some brief lessons from Crossrail and in particular some local ones from our area in the Thames valley that apply nationally. We need to see significant infrastructure projects not as an end in themselves, but as a resource for future projects. The team that delivered Crossrail have achieved amazing things. It was the biggest infrastructure programme in Europe for many years, and the emphasis is now shifting on to HS2, which will become the greatest exercise of its kind in the continent. We need to learn from the technology and the project management skills.

Getting things back on track when they go wrong with a complicated project of this type is extremely difficult, as I have learned on two visits to Crossrail and the Elizabeth line. I am sure there will be times when there are issues with HS2; we need to address those and learn the lessons of other major infrastructure projects. Problems with delays or teething problems are not just a British phenomenon; the long-delayed new airport in Berlin has taken seven years over its original planned time to be rolled out. I am sure the Minister, the hon. Member for Pendle (Andrew Stephenson) knows that only too well, but I urge him to work closely with the team that delivered Crossrail to learn the full lessons on project and programme management, engineering advances, the skills and training that were delivered and the interconnection with local communities and local business needs.

In our area, we would have seen Maidenhead as the western terminus of Crossrail, had there not been heavy lobbying within Berkshire and the wider Thames valley for Reading to be that terminus. Obviously, I have a slight bias towards my own home town being the terminus, but arguably there were bigger economic cases to be made. Every council in the Thames valley area, whether Conservative, Labour or Liberal Democrat, supported Reading becoming the western terminus. Parties worked together to get the good for the whole area, and in the same way we worked together on other projects and programmes, including the western rail link and other enhancements to our region.

[Graham Stringer]

My hon. Friend is absolutely right that we need to learn the lessons of major infrastructure programmes. Does he agree that one of the lessons we should learn is that if we get major infrastructure right, it lasts for hundreds of years? We are still benefiting from the Victorian investment 200 years ago and 150 years ago in railways. The current methodology for assessing the benefit of HS2 belongs in the 18th century, not the 21st century. The Department for Transport is not really trying to capture the economic regeneration effect and the fundamental change in the structure of transport in this country with the way that it assesses it.

[Matt Rodda]

My hon. Friend makes an excellent point, and he is right that we need a wider look at the methodology. It is extremely complicated to make long-term economic predictions at this time, but back in the first phase of the rail revolution in this country in the 19th century, visionary engineers did amazing things that we still benefit from, as he rightly mentioned. Imagine how much potential we are yet to tap into with HS2. We should think of this as a once-in-a-century project, as he rightly says. It benefits all of us across the House, whatever party or area we represent.

In terms of other lessons from Crossrail, I once again urge Ministers to work closely with colleagues from the Government and the Opposition, local councils and, above all, business. We were able to reap the benefits in our area with this huge inward investment to Reading town centre. Companies relocated from within the south-east and from car-dependent developments in such places as Surrey. For example, Ericsson’s European and British head office has moved from an industrial estate in Surrey, which was poorly connected to sources of graduates and highly skilled people and physically to other locations such as London, Swindon or Slough. It came to Reading town centre because of that rail connectivity. We need to think in those terms with business and in a much broader sense across party. We need to think about relocating attractive new business opportunities into the transport hubs that have long-term sustainable connections, that do not suffer from delays and congestion like road transport and that are much quicker and more flexible. I am grateful for the Minister acknowledging those points.

Finally, before I sum up, I would like to reiterate the economic and environmental benefits. We need to see them in tandem rather than in contrast to one another, particularly the economic benefits for advanced manufacturing and the regeneration of cities, and the environmental benefits of reducing carbon emissions. Regenerating cities as liveable and walkable places is important in itself, and of huge environmental benefit in reducing suburban congestion from cars.

To sum up, I support the Bill and I am grateful for the cross-party co-operation. We need to have a very long-term approach, as a number of hon. Members have mentioned. The Government could do more to engage with local political representatives and business. I look forward to them doing that.

North Cotswold Line

Debate between Graham Stringer and Matt Rodda

Wednesday 22nd January 2020 Westminster Hall

[Matt Rodda]

The hon. Gentleman makes an excellent point about connectivity to bicycle hire. Cycling can be supported by sensible policies that promote it and link it to rail travel and bus use. As I am standing in as shadow Minister for local transport, I refer him to the recent Labour manifesto on those matters. At least as a fellow cyclist, it is worth considering the need for greater investment in cycling.

I understand the Minister is interested in reversing some of the Beeching cuts. There is some merit in exploring that, but it must be matched by funding. Conservative Members and my hon. Friend the Member for Oxford East have articulated the need for funding. I urge the Minister to look at the broader funding envelope for the Department and the relative weighting of spending on rail as opposed to road. He may want to shed some light on various aspects of that, particularly his plans to reopen branch lines in addition to dualing existing railway lines.

If the Government are serious about boosting rail connectivity, the Minister must look at the pot of money the Government have available for road enhancements, which is taken from hypothecated money from vehicle excise duty. There is an argument for spending some of that on public transport. We have already suggested that a proportion of it be spent on subsidising bus use, which has recently declined, but there might also be a good case for some of that funding to be hypothecated for rail, considering the obvious points that have been made, as rail can often provide an excellent alternative for rural residents who wish to make long journeys and avoid our congested motorway network. Sadly, at the moment, we are not following the right approach, and we need to look at that balance again.

I commend Conservative Members for highlighting the needs within the north Cotswold area. They have made an excellent point about their railway line. I urge the Minister to consider the weighting of Government spending. I hope he will address such points and the wider package of support for branch lines and other smaller rail routes. I urge him to reconsider, to make a commitment to boost investment in the railway significantly and to cut fares to make rail travel more attractive.

[Graham Stringer (in the Chair)]

I do not think this will be a problem, given the time we have, but will the Minister leave a couple of minutes at the end for the mover of the motion to sum up?