HS2 Cancellation and Network North

Liz Saville Roberts Excerpts

Wednesday 17th January 2024 Westminster Hall

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

Diolch yn fawr iawn, Cadeirydd; it is a pleasure to serve under your chairmanship, Mr Davies.

I congratulate the hon. Member for Stoke-on-Trent South (Jack Brereton) on securing this debate. He mentioned the slogan “gain or pain”. The slogan for HS2 in Wales has become “The great Welsh train robbery”: it is a rip-off. It will be interesting to see what the scrapping of the Manchester leg of HS2 means for Wales. Scotland and Northern Ireland will continue to receive billions of pounds in Barnett consequentials from the remnant of the HS2 project from London to the English midlands; Wales, of course, will not see a single penny in direct consequentials from this project.

We recently heard the HS2 executive chair’s jaw-dropping admission that the cost of HS2 has ballooned to £66 billion. That means that Wales is now losing out on £3.9 billion in much-needed funds. I ask the Minister directly to outline why he thinks there is any argument for cross-UK equality while Wales is short-changed to the tune of £3.9 billion. What reasons can he give for not treating Wales in the same way as Scotland and Northern Ireland? Just think what £4 billion could do for Wales’s transport infrastructure, particularly in rural areas where bus services have been run into the ground for years.

Extra funding within Wales, managed within Wales, would not just benefit passenger services but allow us to develop freight opportunities, which would in turn strengthen our economy—just as the original railways did in 1804, with Richard Trevithick’s pioneering locomotive in Merthyr Tydfil and the slate exports from my own county of Gwynedd.

There is also the matter of the £36 billion that has been reallocated from the scrapped phase 2 of HS2 to Network North projects. Again, there is no clear indication whether Wales will receive full Barnett consequentials for money that is spent on services in England through Network North. There can be no excuse for denying Wales full funding on those. Will the Minister outline exactly what compatibility factors and quantum of consequential funding Wales will receive from English Network North projects?

The Government promised, with great fanfare, to pursue the electrification of the north Wales main line, yet the current £1 billion pledge is, at the very least, 50% below what is now estimated to be needed. The figure is based on a business case made nearly 10 years ago; costs now are likely to be north of £1.5 billion.

I ask Opposition Front Benchers whether they are content with Welsh rail being permanently underfunded in this way. If they form the next Government, will they commit to fixing this broken funding mechanism? Do they accept the principle that HS2 is an England-only project, and that Wales is owed full consequential funding? The Welsh Labour Government already do, and there is cross-party agreement on this in the Senedd. Will Opposition Front Benchers here be at odds with their colleagues in Wales?

The billions owed to Wales could be invested to reverse some of the savage cuts made to bus services, which of course also result from Westminster austerity. Over the past 15 years, rural bus services in Wales and England dropped by 52%. In my county of Gwynedd, bus service frequency has dropped dramatically, with change in service frequency measured in trips per hours between 2010 and 2023 dropping by 50.5%. The Confederation of Passenger Transport has estimated that a further 15% to 25% of all bus routes in Wales will be at risk of cuts or significant amendment over the coming year.

It is clear that the UK Government’s boastful rhetoric on transport funding is at odds with people’s real life experiences in our communities. The Government must match their rhetoric with action and commit to full funding from HS2 to Wales.

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[Huw Merriman]

I am not going to give way because I am going to come to the hon. Lady shortly. I want to refer to the points that my hon. Friend the Member for Stoke-on-Trent South raised on the local causes. He said that he is delighted with the decision on Meir station—I was delighted to join him up at Meir to see the site— and since then, he has been really successful in his campaign. That project aims to provide a new station in the town of Meir on the existing Crewe-Derby line, and it was awarded initial funding to develop a strategic outline business case as part of the first round of the restoring your railway ideas fund. The full business case is expected to be submitted in July of this year, and decisions on further funding for the project will be made within the context of the broader programme. As he knows, his station is mentioned in Network North; we are committed to it.

My hon. Friend mentioned Stoke and Leek, and a bid to reinstate the railway line between Stoke-on-Trent and Leek has been made to the restoring your railway programme. The proposal examines the potential for six intermediate stations on the route, and the Network North announcement included the intention to progress the Stoke-Leek restore your railway scheme to delivery. I am grateful to him for all his work on that.

Longton station is another that I visited with my hon. Friend. That original station project includes public realm, cycle hub, waiting shelters and accessibility improvements. The council has faced a number of challenges in relation to cost pressures, delays and technical issues. The estimated cost of the Longton project is now forecast at £3.5 million to £4 million, compared to £1.1 million at the time the funding was awarded. We are committed to working with Stoke-on-Trent City Council—Network Rail has entered into a development services agreement, and the council has indicated that the project is forecast to complete by September 2025. On junction 15, which my hon. Friend mentioned, improvements are being developed and delivery would be on a similar timeline as improvements to the A50. Those are all subject to a supportive business case.

On a point mentioned by my hon. Friend the Member for Lichfield (Michael Fabricant), I can assure him and my hon. Friend the Member for Stoke-on-Trent South that HS2 will be delivered with a branch to Handsacre near Lichfield. In the absence of phase 2a, Handsacre remains the only connection between the high-speed infrastructure and conventional rail. I can confirm that work is being undertaken to assess the options to enhance the railway in the Handsacre area, to support train services and capacity, making use of the £500 million set aside in Network North. I can give my hon. Friend the Member for Lichfield that reassurance, which he can pass on to our fantastic Mayor of the West Midlands, Andy Street.

I will turn to the other contributions—none from Labour MPs because they did not make any. I will start with my right hon. Friend the Member for Suffolk Coastal (Dr Coffey) and thank her for again championing the Ely and Haughley capacity enhancement project. That will increase freight trains from 36 to 42 trains a day from the port of Felixstowe, allowing trains to go into the midlands, rather than further south. Network North has confirmed its support. It is a project that I have long championed but we have been unable to put on the list due to HS2 spend. Because of this decision, we now can. The next steps are for a full business case, and we are engaging with the Treasury. I take my right hon. Friend’s point about getting back the Network Rail team on the Haughley preparation work project. That is something that we are looking at in the Department, and I thank her for her points.

I will turn to other contributions. My hon. Friend the Member for Lichfield, in addition to his other intervention, referred to funding for the cross-city line. Perhaps I can point him towards the city region sustainable transport settlements and the local integrated transport settlements, which are two funds from Network North. As well as the list of projects we have committed to deliver, we are also committed to deliver money on a devolved basis, so that local transport authorities can determine on which projects they want to spend their money.

For example, an extra £1 billion has been put into the city region sustainable transport settlements fund for the west midlands, which takes it up to £2.64 billion, allowing the west midlands to make its own choices, because there is devolution within this programme. My hon. Friend the Member for Stone (Sir William Cash) mentioned the case for new stations, showing their business case worth. He is absolutely right regarding Stone, and we hope that will be the case for Meir. I also want to thank him for his work with Trevor Parkin, and for the time he took to drive me through his constituency, so that I could see the impacts that he talked about.

My right hon. Friend the Member for South Staffordshire (Sir Gavin Williamson) asked me to go away—in the most polite terms, I am sure—and assess the west coast main line timetable. I am happy to do so and will write to him. I hear his call for more pothole funding for his roads. Every hon. Member will have seen money given to them for pothole funding. It is essential that it is spent well, and I hear his call that more should be spent.

I now come to the contribution from the hon. Member for Bath (Wera Hobhouse), which I found extraordinary. She made the case for HS2, and, of course, I agree. That is why we are delivering 140 miles of it. I find it extraordinary that I was delivering leaflets in Chesham and Amersham for the Conservative party, talking up the project on similar lines to hers, yet the entire Liberal Democrat campaign in Chesham and Amersham was to run down HS2 and call for it to be cancelled. I have no issue with individual Members campaigning against HS2 because they always have done, but for a party in a by-election to focus its entire campaign on cancelling a project only to then stand here and talk it up—sorry, only a Liberal Democrat could do that.

The leader of Plaid Cymru asked what HS2 does for Wales. The reality is that it was always an England and Wales project, which is why with Network North we are allocating £1 billion to the electrification—

[Liz Saville Roberts]

Will the Minister give way?

[Huw Merriman]

I will not give way. We are allocating £1 billion to electrification in north Wales, and we will now further that business case.

I will give my hon. Friend the Member for Aylesbury (Rob Butler) the assurance he sought. We spoke about the two road projects, and I will take that back for consideration. He has my commitment. I drove through Aylesbury last Saturday, and he knows I know it well.

I am also looking forward to visiting my hon. Friend the Member for Leigh (James Grundy) next week.

We have a plan and we know what the plan is, though people may disagree with it. My challenge to the Labour party is: what is its plan? Will it go ahead with HS2? If not, will it commit to some of these amazing projects across the country that the HS2 funding will deliver?

High Speed 2

Liz Saville Roberts Excerpts

Monday 18th September 2023 Commons Chamber

[Mr Holden]

I thank my hon. Friend for her comments. I will certainly pass on her request to the rail Minister and the Secretary of State, and I will raise it personally with HS2 Ltd.

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

The Government’s excuse for denying Wales our fair share of HS2 funding is that the phase 2 connection at Crewe would cut journey times between north Wales and London. We can now only conclude that the Government are planning to scrap the phase 2 connection altogether. Welsh taxpayers are funding this fiasco and getting nothing back. Will the Minister admit that HS2 is an England-only railway project and that his Government owe Wales money?

[Mr Holden]

I do not think the right hon. Lady is reflecting on what the Plaid-Labour Government are currently doing in Wales: costing taxpayers billions with their ridiculous across-the-board 20 mph scheme, and not delivering for the people of Wales. They are even banning any form of new road programme across all Wales.

HS2: Revised Timetable and Budget

Liz Saville Roberts Excerpts

Tuesday 14th March 2023 Commons Chamber

[Huw Merriman]

I fear that I am becoming a stuck record. I said that the document has cleared through the desk of the Department for Transport. The entire Government will hear the House loud and clear on its desire to see that published—I certainly do. On investment across the Pennines, like my hon. Friend, I have seen the extraordinary work that has been done, which will be transformative. We are fully geared to investing. I am happy to meet him to discuss that further.

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

The Minister comes to the Chamber unable to detail HS2 advantages to either north or south Wales. Not a single inch of HS2 track will be laid in Wales, yet it is considered an England and Wales project. That denies Wales any investment in return. The £20 billion already spent on the biggest white elephant in the Tory circus should have resulted in a £1-billion investment in Wales’s gutted railways. Will the UK Government therefore guarantee that Wales will receive that £1 billion?

[Huw Merriman]

I represent the good people of east Sussex, where not a single mile of track is being laid either. HS2 investment will be spread across the UK. I have deliberately used the figure of 29,000 jobs, because those are jobs across the whole UK. Some 2,500 businesses are working on HS2, most of them small or medium-sized. There are vast impacts for those companies and for the economy. I reiterate that, on funding, the Department for Transport funds Network Rail for England and Wales. That is not the case for Scotland, which has its Barnett consequentials to fund Network Rail. That is the difference between Wales and Scotland.

High Speed Rail (Crewe - Manchester) Bill

Liz Saville Roberts Excerpts

2nd reading
Monday 20th June 2022 Commons Chamber

[Wendy Morton]

I am aware of that station, but I gently remind the hon. Gentleman that the Government are investing record amounts in conventional rail alongside HS2.

I am sure that the House was as delighted as I was to see the Elizabeth line open last month: a major new artery to meet growing passenger demand in the south-east for decades to come. The Elizabeth line had its beginnings in a hybrid Bill, and it is great to be able to celebrate the fruits of our labours. Today, we push forward again with another Bill for HS2, the third of its kind. This Bill, and what we are delivering for the north and the midlands, is even more ambitious than the Elizabeth line was for London.

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

I am sure the Minister appreciates that even the Tory leader in the Senedd has now said that we in Wales should receive our fair share of HS2 funding. When will her Government respect this clear and—I emphasise this—cross-party message? Or will they continue to sell Wales short?

[Wendy Morton]

Perhaps I should gently remind the right hon. Lady that, owing to the way in which the Barnett formula works in spending reviews, the Welsh Government have received a significant uplift in Barnett-based funding as a result of the UK Government’s spending on HS2.

Let me return to the subject of investment. We have a £96 billion integrated rail plan, including Northern Powerhouse Rail, to overhaul infrastructure and services across both regions. This is the largest rail investment ever announced by a UK Government.

International Women’s Day

Liz Saville Roberts Excerpts

Thursday 10th March 2022 Commons Chamber

[Dame Diana Johnson]

Absolutely. I pay tribute to the hon. Lady for all the work she has done; she took a particular interest in this issue when she was a Health Minister. That brings me to my next point: despite practitioners’ best efforts, covid-19 exacerbated existing problems—including long-standing funding cuts and the fragmentation in commissioning structures to which the hon. Lady just referred—leading to further restrictions to access.

The public health grant has faced serious cuts over the past decade. Evidence presented to our inquiry suggested that sexual and reproductive health budgets were cut by £81.2 million—12%—between 2015 and 2017-18. It is estimated that during the same period contraceptive budgets were cut by £25.9 million, or 13%. In Hull, where my constituency is, spending on contraception has fallen by 38% since 2013-14, and almost half of councils have reduced the number of sites that deliver contraceptive services in at least one of the years since 2015.

Our inquiry heard that long-acting reversible contraception fittings have been most severely impacted. In 2018-19, 11% of councils reduced the number of contracts with GPs to fit LARCs, and GPs are not adequately funded to provide LARC, which disincentivises their provision. The disparity among regions is stark. In my city, the rate for GPs prescribing LARC is only 2.1 women per 100,000; whereas in other parts of the country it is 51.5 women per 100,000. Access issues have particularly hit marginalised groups, with services reporting a drop in the number of young, black, Asian and minority ethnic people requesting the services.

As we continue to emerge from the pandemic, we have a unique opportunity to reshape contraceptive services according to the needs of women. For example, we should offer contraception as part of maternity services. If we integrated care around the needs of individuals, women would be able to have all their reproductive health needs met at a single point of care. I hope that those points, and the recommendations from our report, are reflected in the Government’s upcoming sexual and reproductive health strategy.

I wish to finish by talking about telemedicine for early medical abortion. I am absolutely furious at the Government’s decision to end telemedicine for early medical abortions after 30 August, ignoring the clinical evidence and advice of many royal colleges and clinicians. I am sorry that the Under-Secretary of State for Health and Social Care, the hon. Member for Erewash (Maggie Throup), who was in her place earlier, has left the Chamber, because I wanted her in particular to hear my comments on this issue.

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

I agree entirely with the right hon. Lady. Like me, she will welcome the fact that Wales is continuing the arrangement that I understand is to be drawn to an end in England in September. That leads to questions in Wales as to why it is being permitted. There are really serious questions, particularly on this day, about why the Government here are bringing the arrangement to an end at the end of covid.

[Dame Diana Johnson]

I absolutely agree with the right hon. Lady. Let me clear, so we are all aware in the Chamber, that telemedicine for early medical abortion services has enabled thousands of women to access care at home via both pills being posted to them following a telephone consultation with a qualified nurse or midwife. The evidence from the medical community is absolutely crystal clear. A study of more than 50,000 abortions before and after the change in England and Wales, published by the British Journal of Obstetrics and Gynaecology in February 2021, concluded that telemedical abortion provision is

“effective, safe, acceptable, and improves access to care”.

Evidence also shows that telemedicine means women can access an abortion much earlier in their pregnancy, with 40% of abortions provided at less than six weeks.

As well as the consensus in the medical community, women—including the influential Mumsnet—also support the continuation of telemedicine for abortion services. An independent poll of more than 1,100 women throughout the UK, commissioned by the Faculty of Sexual and Reproductive Healthcare, shows that a clear majority want telemedicine for early medical abortion to remain.

As the right hon. Member for Dwyfor Meirionnydd (Liz Saville Roberts) said, the Welsh Government have announced that they will make the pathway permanently available in Wales. I therefore struggle to see how the decision to end this service in August is in line with the Government’s commitment to put women at the centre of their own healthcare, as set out in the vision for the women’s health strategy. It is simply based on the Health Minister’s own prejudice. It is deeply disappointing and it flies in the face of all the other measures that have been taken within the NHS around virtual appointments and to use digital technology.

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

Diolch yn fawr iawn, Dirprwy Lywydd. Many of us like to think that history is a series of incremental improvements, but recent events show that to be naive. I am afraid that I begin with the sad observation that many of the inequalities and barriers facing women today have remained stubbornly obstinate. We should be alert to the fact that history is not a one-way route to nirvana.

The covid-19 pandemic underscored gender divisions in our society, and it has proved them to be long standing and structural. They include poverty and job insecurity, with global management firm McKinsey noting that women’s jobs were nearly twice as vulnerable as those of men during the initial months of the pandemic. It also found that women made up 39% of global employment but accounted for 54% of overall job losses during the period. One explanation for the disproportionate effect on women is that covid-19 increased the burden of unpaid care, which women are expected to perform as part of the gender role assigned to them—to us—by society.

Even in the chaos of war, such gender roles endure. For example, we have seen, from afar—we are lucky, are we not—how many Ukrainian women have stepped up to care for family, friends and neighbours, as men are conscripted to fight against Putin’s oppressive invasion. Of course, women also make up the majority of adult refugees from Ukraine, and many thousands of them are, to our shame, being delayed in seeking sanctuary in the UK due to the painfully slow and limited Home Office visa system.

Women have a unique perspective on war because of the expectation on them to be care givers. They hold families together as they are battered by events beyond their control. We see that in this war, and the nature of digital images being transferred to us almost instantaneously has brought home to us the sheer shock of the changes that can be wrought upon families by events completely beyond their control. We see that playing out tragically.

Closer to home, in Wales, gender equality charity Chwarae Teg has shown that inequality is often driven by the burden of caring responsibilities falling disproportionately on women. It demonstrates that such responsibilities account for 24.1% of economically inactive women in Wales, compared with 5.8% of men. That is why Plaid Cymru, in our co-operation agreement with the Welsh Government, is expanding free childcare to all two-year-olds in Wales to provide greater support for women to pursue their own careers and life goals.

The right hon. Member for Basingstoke (Mrs Miller) raised another area where progress is slow: political representation. In the Senedd, 43% of Members are female. The figure for Welsh MPs is lower, at 35%, and only 29% of Welsh councillors are women. Without a vibrant and diverse political culture that ensures that women are represented in all positions of power and values their contribution, how can we ever hope to end gender inequality?

Plaid Cymru plans to address that glaring democratic deficit by backing Senedd reform. I am excited about this. It would include expanding the number of Senedd Members, which we desperately need for effective government and effective scrutiny—60 Members is not enough to carry out those roles—as well as introducing a voting system that is as proportional as possible and establishing gender quotas in law. I am excited about that. That in itself would help to break the bias.

I turn to women’s safety. We have witnessed the murder of Wenjing Lin in Wales and, of course, Sarah Everard and Sabina Nessa as well as all the names tragically listed earlier. Hundreds of women have been murdered at the hands of men in recent years. That reminds us of the shockingly high levels of abuse, violence and predatory behaviour that women face in Wales and across the UK. For example, 71% of women say that they have experienced sexual harassment in public places. Such a situation cannot continue to be tolerated, and change is needed. One positive proposal is for the justice and policing system to be devolved to Wales, so that we can align the support that we have from our Parliament more effectively. Devolving justice would enable us to tackle structural inequalities such as gender-based violence. It would allow us to integrate the Welsh Government’s Violence against Women, Domestic Abuse and Sexual Violence (Wales) Act 2015 with policing, courts, prisons and other services that are currently run from Westminster.

Let us bear in mind that we still do not have a women’s prison. Many of us do not want one, but we have no residential provision in Wales at present. It was last mooted three years ago that this would be changed, but we are yet to have that, and we should place education, health and housing at the heart of prevention and rehabilitation for offenders. A high proportion of women who enter prison are themselves victims of domestic abuse and sexual assault. By devolving justice, we could expand community alternatives to prison so that women in Wales are closer to their families and their children as part of their rehabilitation. We could shift the obsession with incarceration and look at supporting vulnerable women and tackling the underlying issues that lead to offending. The time to act is now.

The First Minister of Wales said this week that it is not a matter of “when”—rather, he said that it is a matter of “when” and not “if” justice is devolved; if only I could express myself more effectively when I am enthusiastic about something. I am pleased that that is now the Welsh Government’s position and I would very much like a similar position to be iterated from Opposition Front Benchers here. That commitment runs alongside our co-operation agreement with Plaid Cymru.

There is far more that I could say on the topic of International Women’s Day, but I believe that the points I have outlined represent some of the most pressing issues. I am proud that my party, Plaid Cymru, is calling for positive change for women and girls in Wales and the wider world.

Transport Funding: Wales and HS2

Liz Saville Roberts Excerpts

Tuesday 26th October 2021 Westminster Hall

[Geraint Davies (Swansea West) (Lab/Co-op)]

I beg to move,

That this House has considered transport funding for Wales and HS2.

Bore da. Good morning. It is a pleasure to serve under your chairpersonship, Sir Edward. I am here to talk about HS2 and particularly funding for the railways in Wales. We are all aware that tomorrow the Chancellor has his Budget, that next week is COP26 and that the Government have been talking about connecting the Union, levelling up and net zero. When we think about all those together, there is a compelling case that the Chancellor should look to give Wales our fair Barnett consequential, akin to the Scottish one, so that we can tool up, gear up, connect up and help move the UK towards net zero with more rail investment.

The Welsh Affairs Committee, on which some of us here serve, recently recommended that Wales should receive the same Barnett consequential share as Scotland. Simply put, Scotland gets 91.7%, as a proportion of population, of its share of the total costs of HS2. If Wales got 91.7% of our 5% share of HS2, and if for argument’s sake HS2 cost £100 billion, Wales would get something in the region of £4.6 billion. If HS2 ended up costing twice that, we would get something in the region of £9.2 billion. I am sure that we will hear about this from the Minister soon, but we have heard that the projected costs have moved from £38 billion to £100 billion, and now there is talk of costs of £160 billion to £200 billion.

HS2 is obviously a UK scheme. However, it is a north-south spinal scheme, so it will clearly benefit Scotland more than Wales. One could argue that Wales should receive a higher proportionate share than Scotland, but that is not what I am arguing; I am simply arguing that we get our fair share.

I know that the Minister is a great expert in HS2. Phase 1 was originally due to be completed in 2027. That has been kicked forward to 2033, and the latest news from the hon. Member for North West Leicestershire (Andrew Bridgen) is that we are looking at something like 2041. Given the timescale for action that is projected by COP26, we really must get a move on. There is a very strong case that Wales should have its share of the money to get on with shovel-ready schemes in both north and south Wales, to help build productivity and connectivity, to help with levelling up and to help deliver net zero.

We know that the Leeds section of HS2 has been cancelled. We also know that, because of the amount of concrete that will be used, HS2 will take 100 years to become carbon neutral, and that two thirds of the woodlands cut down will be burned by Drax power station, which will affect carbon emissions and air quality.

However, let us assume that HS2 is going ahead full throttle—namely that phase 1 might be over by 2041. We in Wales then have a case to get moving now and to get schemes delivered on the ground. I should disclose that, as people may know, a long time ago I was the leader of Croydon Council. I delivered the Croydon Tramlink scheme, a light rail electrified orbital tram system, which is 26 km long and connects Beckenham, Croydon and Wimbledon. That cost £200 million gross, but £100 million net, because it was a public-private partnership. That scheme, which connected three constituencies, cost the Exchequer only £100 million. With HS2, we are talking about £100 billion—a thousand times that scheme. My point is that there is a lot to be said for small, cluster-based schemes around the country, particularly on an east-west basis. I am talking about the northern powerhouse as well as connectivity to Wales and, very importantly, within Wales.

The situation in terms of relative competitiveness is that I can go from London to Manchester in two hours and 10 minutes, and from London to Swansea in about three hours. With HS2—if it does happen—we will be able to get to Manchester in one hour, so we have to ask what investors are going to do. We have already seen Virgin pull out of Swansea and go to Manchester because of this, and KPMG did a study some years ago showing that we will lose tens of thousands of jobs from south Wales unless we get some investment of our own to connect up, in particular, the clusters of Swansea and westwards with Cardiff and Bristol, to make that engine turn faster.

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

To return to the point the hon. Gentleman made about speeds and time, what is the rationale for the Severn tunnel being the dividing line? To the east of the Severn tunnel, a person can travel at 125 miles an hour, but we are supposed to accept that, for some reason, to the west of the Severn tunnel, the speed is 100 miles an hour at best. Why should we accept that as a rationale, when other times for travelling are being so spectacularly improved?

[Geraint Davies]

I completely agree with the right hon. Lady. Obviously, there are engineering and geographic issues here: Brunel originally had a straight line going through to Swansea, which would have taken half an hour—clearly, it used to loop around to pick up coal and that sort of thing. But one of the things about time, of course, is that if you increase frequency, you reduce average time. I appreciate that the Minister may have a different view on HS2, but I think there is too much focus on gaining a few extra minutes when what we really need from HS2 is greater capacity: bigger trains and thicker tracks, or whatever, not necessarily going faster. If I can go to Edinburgh in three hours, which is the same time it takes me to get to Swansea, do I really want to spend £100 billion or £200 billion to gain that extra bit of time?

In the meantime, although I know Members will talk about the benefits for Wales, it is sad that the current plan does not contain the direct link between Crewe and Manchester that would help Wales. As we know from our own line, after we zoom through to Bristol and then to Cardiff, there are a number of smaller stations, and the train has to stop and start and that sort of thing. If HS2 had lots and lots of different stations, it would have to stop all the time, so that has been ruled out, but that means that people have to travel a long way to get to HS2 and connect with it. If we do not have this Crewe connection—which we will not—the benefits for Wales will be very small, much less than for Scotland. My minimum ask is that we agree the Welsh Affairs Committee’s joint party report that said we should get the same share as Scotland, as opposed to more, because Scotland will benefit and we will lose out.

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[Craig Williams (Montgomeryshire) (Con)]

It is a pleasure to serve under your chairmanship, Sir Edward. I want to make a couple of political points and to reflect on what my hon. Friend the Member for Swansea West (Geraint Davies) said—I will continue using “Friends”, as we are mostly Welsh in the Chamber.

This debate starts from the premise that HS2 is not good for Wales and I completely dispute that. On the political map of Wales, above the Brecon Beacons, we find one Labour MP. I think that is a reflection of the political circumstances of Wales. To put in a nutshell what is being alleged today, the political reality of the Labour party in Wales is that it is in south Wales, and only south Wales, so anything that matters to any one above the Brecon Beacons is not Welsh and not helpful for Wales.

In my intervention, I alluded to the Cambrian line. The Montgomeryshire economy looks east and west. It looks to Birmingham. Our railway line goes straight into Birmingham. Our international airport for mid-Wales is Birmingham International airport. In terms of a political ideological point about the Welsh nation, I get why people go on about north-south links, but the reality of our economy and transport is that we look to Birmingham. That is just a day-to-day part of life.

[Liz Saville Roberts]

I am sure the hon. Gentleman shares with me the concerns that historically there were north-south links. There is a deep irony that anyone who wants to use a train for a north-south link now, even in my constituency, has to use a steam train, which is very effective, but not indicative of a country in the 21st century or of our needs. We need these links in Wales, to build the nation of Wales, alongside all the talk of building the Union.

[Craig Williams]

I agree to a point, but it is ironic that since the creation of devolution we have seen the public transport network in Wales deteriorate. I speak as somebody who served as a director of a bus company. The funding to our bus companies in Wales and to a lot of things in devolved areas has completely wiped away capacity in the nation of Wales. I would reflect on what our Welsh Parliament has done to those north-south connections.

I occasionally commute to my constituency office by steam train—the right hon. Lady has been on the line from Llanfair Caereinion to Welshpool—and it does not reflect the modern, dynamic Wales we want, but the heritage railways are incredibly important.

--- Later in debate ---

[Craig Williams]

Before I give way to the right hon. Member for Dwyfor Meirionnydd, I will reflect on the fact that this debate is very premature. The Union connectivity review is yet to come out, and those are the exact issues that Peter Hendy has been looking at. The review is the vehicle for delivering this. There is a pressure, at times, that unless we give money to the Welsh Government we are not giving money to Wales—that is not true at all. The UK Government invest in Wales as well as the Welsh Government. We have two Governments that look after Wales; the UK Government, in terms of strategic assets such as transport links, and the Welsh Government in terms of devolved responsibilities. I was in Machynlleth, at the black bridge, with Peter Hendy some months ago; as the hon. Gentleman and I have neighbouring constituencies, we know that that was a multi-million pound investment to sort out the Cambrian line by Network Rail and the UK Government. That should be the UK Government’s role, and I expect that after the publication of the Union connectivity review there will be a significant investment into Wales.

[Liz Saville Roberts]

Of course, we do share the Cambrian coast line that runs through Montgomeryshire; it serves Ceredigion and Gwynedd as well. One of the issues that has arisen from HS2 is the way that it distracts from other possible places of investment. I would argue that for many of the hon. Gentleman’s constituents, as with mine, that improvements at Shrewsbury would make a far greater difference to connectivity in the immediate term than improvements to Birmingham.

[Craig Williams]

I agree on that point. That is under the franchise of Transport for Wales; although it is an English station it comes under the Welsh franchise and they operate it. My hon. Friend the Member for Shrewsbury and Atcham (Daniel Kawczynski) and I are campaigning, along with other Shropshire MPs, to get direct services from Shrewsbury to London, and improve the connectivity across the UK in terms of the Cambrian line. I will give way once more, and then I will make some other cheap political points before I shut up.

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

Diolch yn fawr iawn , Sir Edward. It is a pleasure to serve under your chairmanship. I congratulate the hon. Member for Swansea West (Geraint Davies) on securing the debate. It is delightful to follow the hon. Member for Montgomeryshire (Craig Williams).

HS2 is a symbol of many things, but for many people it is the example of a monumental Government white elephant. Justified on the basis of shaky calculations, which are almost 10 years old now, supported for the sake of political face-saving, and adjusted for political purposes rather than transport need, it has become for many people a political and economic catastrophe. It is certainly a highly political matter, of which the Conservative party will be aware, given recent by-elections.

That we press on with a project, originally costed at £32.2 billion in 2012 but now, scarcely nine years later, nearing £108 billion, is a testament to the failure of this Government to deliver. It is an example of the Westminster Government having their English cake and eating it, while telling the other nations to stump up for the ingredients. For Wales, it leaves an especially bitter taste.

HS2 has become a catchphrase for constitutional injustice, the high-handed mistreatment of Wales by Westminster, and the lack of fair play, let alone a level playing field. It reveals the reality of this Union of inequality. The consequences of HS2 for Wales are best seen when viewed, as two Members have already said, through the lens of the levelling-up agenda.

The Government have made much of their proposals for infrastructure investment, as part of the long overdue levelling-up agenda. Yet in the previous spending review, the Chancellor pummelled down rather than levelled up, by reducing the amount Wales will receive, when compared to UK Government transport investment in England. Wales was reduced from 80.9% in 2015 to just 36.6% in 2020. There is not much levelling up by the look of it. That represents a collapse of 44.3 percentage points, nearly half of what the Welsh Government will receive from every pound of UK taxpayers’ money, as spent by the English Department for Transport in England.

Why is that? Since 2015, Plaid Cymru has been arguing that Wales, like Scotland, should receive a full Barnett consequential from HS2 on the basis that it is a railway solely for England. Not an inch of its track will be laid in Wales. With the project currently expected to cost approximately £108 billion, Wales would receive roughly £5 billion based on our population share, if only we could apply the same formula with which all other England-only expenditure is treated. These are significant amounts of money, are they not?

That injustice was made worse by the Government’s project calculating that HS2 would cast a blight on the south Wales corridor. This region, of course, includes many of Wales’s valleys communities that are most desperately underinvested, and I am sure that it also includes the constituency of the hon. Member for Bridgend (Dr Wallis). The south Wales region is set to lose out to the tune of approximately £100 million a year because of the economic blight that HS2 will impose on the south Wales region.

This is where the situation becomes incomprehensible. Labour voted, against Plaid Cymru’s efforts, for Westminster to classify HS2 as an England and Wales project, arguing that both will benefit. That needs to be on the record. Even yesterday, the shadow Secretary of State for Transport, the hon. Member for Oldham West and Royton (Jim McMahon), said that Labour is fully “committed” to the delivery of HS2 and described changes to the proposed route as a “betrayal”. I beg to differ. The significant betrayal is Westminster’s treatment of Wales and it is frankly incomprehensible to witness Labour’s collusion in that.

Tomorrow, the Chancellor must make good his mistake, and he has an opportunity to do that. We have heard an awful lot about levelling up. This is an opportunity to give Wales, like Scotland, what would surely seem obvious to any reasonable person outside this place—a full Barnett consequential from HS2, as Scotland has. This is a glaring injustice, made worse by the fact that despite having 11% of the UK’s rail track, Wales has received only 1.5% of the money that UK Ministers spent on rail improvements. Yes, there is spend on maintenance, but when it comes to improvements in the 21st century for a public rail transport system that we desperately need, that money is not being spent in any measure of equivalence in Wales. Correcting the Treasury’s treatment of HS2 and its Barnett consequential for Wales is the right thing to do, and that would fast-track our benefit from levelling up. That is, of course, if levelling up is ever to be anything more than a catchphrase for Wales.

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[Jonathan Edwards (Carmarthen East and Dinefwr) (Ind)]

Diolch. It is a pleasure to serve under your chairmanship again, Sir Edward. I congratulate the hon. Member for Swansea West (Geraint Davies) on securing this timely debate on the eve of the Budget and the comprehensive spending review.

How Wales has been treated in relation to HS2 is a scandal of epic proportions, and it highlights why the British state does not, and never will, work for Wales. HS2 has been funded purely and totally by public investment, which means that Welsh taxes that have been paid into the general Treasury pot are being utilised. That is different from HS1, which was financed completely via private means. If anyone thinks that I am arguing against public investment in rail, that is not the case. I am arguing that if public investment is used to fund a major rail infrastructure project, the allocation of public funds becomes an important political topic.

Despite the confusion about future phases of HS2, with news reports this weekend indicating that future phases might run on existing routes north of Birmingham, the reality is that the HS2 project dominates UK rail infrastructure spending and will do so for many years. It is likely that the whole project will not be completed until the middle of the next decade.

When the last Labour Government promoted HS2, the projected costs were nearly £40 billion. As my right hon. Friend the Member for Dwyfor Meirionnydd (Liz Saville Roberts) said, the costs are now estimated at well over £100 billion by the independent Oakervee review, despite the Treasury’s desperate attempts to cut costs. Lord Berkeley, the review’s deputy chair, put the costs at more than £170 billion. Regardless of HS2’s finished costs, the key question for the debate and for Welsh transport is its impact on Welsh funding.

Rail infrastructure is not devolved in Wales as it is in Scotland and Northern Ireland. The cross-party Silk commission, set up by the Cameron Government in 2010 to look into the constitutional settlement, advocated equalising railway powers in the Welsh settlement with those of the other constituent parts of the UK. Even before HS2 came online, the commission understood full well the financial implications for Wales of those powers being retained in Westminster.

[Liz Saville Roberts]

My hon. Friend makes an interesting point. There has been one significant material change since the original costing for HS2, in that since last year, Transport for Wales—Wales’ transport network—has been in public ownership under the operator of last resort. Given that the train system is in public ownership, surely Network Rail should also be devolved to align public spending most effectively in Wales, along with the proper funding. There is a staggeringly obvious discrepancy and inconsistency between those two things.

[Jonathan Edwards]

As always, my right hon. Friend makes a pertinent point. It does not make any sense that the responsibility for operating the railways in Wales is devolved to the Welsh Government but the responsibility for the infrastructure remains in the hands of another Government.

To return to my point, the Silk commission recognised that the devolution of those powers and the equalisation of powers for Wales, Scotland and Northern Ireland, was right not only for operational reasons, but because of the financial implications and the historical underfunding of the Welsh railways that resulted from the powers being retained in Westminster.

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[Mr Tanmanjeet Singh Dhesi (Slough) (Lab)]

It is a pleasure to serve under your chairmanship once again, Sir Edward. I congratulate my hon. Friend the Member for Swansea West (Geraint Davies) on securing the debate. He is more often in the Chair than addressing it, so it is great to see him in his place. He made a compelling case for a redesignation of the funding formula so that HS2 is considered England-only. As right hon. and hon. Members have heard, that would mean that under the Barnett formula, up to £5 billion more could flow into Wales’s rail infrastructure and put Wales on the same basis as Scotland and Northern Ireland when it comes to the formula’s consequentials.

My hon. Friend makes that argument not only because he is a doughty and dogged champion for the people of Swansea, and indeed, the whole of south Wales, but because he rightly identifies that rail infrastructure in Wales is in pressing need of investment and modernisation. The redesignation of HS2 as England-only is a sensible and practical way to release funds to upgrade the railway in Wales. It was, after all, one of the recommendations of the cross-party Welsh Affairs Committee. In its report on 6 July, the Committee concluded:

“There is a strong environmental and economic case for substantially enhancing the rail infrastructure that serves Wales, and the passenger experience of slow services and inadequate stations only underlines the need for an upgraded network.”

In its conclusions, the Committee reported that:

“Wales will not benefit in the same way as Scotland and Northern Ireland from Barnett consequentials arising from the HS2 project. This is despite the fact that UK Government’s own analysis has concluded that HS2 will produce an economic disbenefit for Wales. We recommend that HS2 should be reclassified as an England only project. Using the Barnett formula, Wales’ funding settlement should be recalculated to apply an additional allocation based on the funding for HS2 in England. This would help to ensure that Welsh rail passengers receive the same advantage from investment in HS2 as those in Scotland and Northern Ireland.”

The case is clear in the Committee’s findings, and it is indeed compelling. When the Minister responds, I hope he will not merely dismiss it out of hand, but instead consider carefully the many expert opinions in favour of such a move, including the Committee’s recommendations and the thought-provoking speeches of my hon. Friend the Member for Swansea West and the right hon. Member for Dwyfor Meirionnydd (Liz Saville Roberts), and the invaluable contribution from the hon. Member for Carmarthen East and Dinefwr (Jonathan Edwards).

The Opposition remain 100% committed to HS2. A Labour Government would listen carefully to local concerns and place environmental factors at the heart of the project, but we would get on with the job at hand. We see new high-speed rail as part of a much larger modernisation of our railways. We would invest in new lines and stations and open up all parts of the UK, and therefore the economy, with affordable, efficient railway services—services that are accessible to all, including young people, people with disabilities and people on low incomes; services that are safe and clean, and services that are integrated across the transport system of walking, cycling, buses, ferries, light railways, trams and road systems. A great example would be the electrified metro for the Swansea Bay city region, which my hon. Friend the Member for Swansea West so ably championed and which I thoroughly support.

We want significantly more freight off lorries, off our roads and on to the railway, and we would accelerate the electrification of the railway with a rolling programme of upgrades. The Conservative Government’s decision to cancel the electrification of the Great Western main line from Cardiff to Swansea was short-sighted and bad for the environment, and it should now be reversed. It is absurd that the Great Western Railway’s Hitachi bi-mode trains run on diesel mode between Cardiff and Swansea and switch to the less polluting and more efficient electric mode on the rest of the route in England, including as it goes through the wonderful town of Slough.

As the right hon. Member for Dwyfor Meirionnydd rightly noted, in England trains can reach the magic inter-city speed of 125 mph, but once on the Welsh side of the Severn tunnel, they slow to average speeds well below 100 mph—not so much levelling up as slowing down. Will the Minister update us on the Department for Transport’s stalled plans for the electrification of the railway in Wales? The last Labour Government rightly prioritised and invested billions of pounds in modernising our old, inefficient rolling stock. Having achieved that, the priority of the last decade should have been the electrification of our rail lines.

[Liz Saville Roberts]

We heard from the hon. Member for Montgomeryshire (Craig Williams) about the significance of the line from Holyhead into England. There has been no mention in the slightest of that being electrified. Those lines have some of the most polluting rolling stock, and we have no alternative in many cases but to use it. That is not the transport infrastructure of the 21st century, which, just days before COP26, is what we should be discussing.

[Mr Dhesi]

The right hon. Lady is absolutely right. I recently visited my family and saw the wonders of north Wales, and, although it was lovely to see the scenic countryside on steam railways and the like, what was sorely missing was an electrified rail network. That would greatly benefit the good people of Wales, and that is why there needs to be greater investment in Wales, and in particular in electrification.

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[Andrew Stephenson]

It is fine. The Network Rail regulatory financial statements and expenditure breakdowns show that Wales received around 4% of all Network Rail spending in 2011-12 to 2015-16, and 6% in 2016-17 to 2018-19. In 2018-19, the spend on Wales was 6.1% of the England and Wales figure, or 5.4% of the England, Wales and Scotland figure. The figures include Network Rail’s spending on operations, maintenance, renewals and enhancements. Does that clarify the hon. Gentleman’s point?

[Liz Saville Roberts]

We understand that to be the total spend, but we also understand that the spend on investments, development and improvements is where the spend in Wales is so much spectacularly lower than we would expect, in terms of the 11% of the rail infrastructure that we have and in comparison with the conventional Barnett formula of per head of population.

[Andrew Stephenson]

I thank the right hon. Lady for her point. The UK Government work collaboratively with the Welsh Government on putting forward business cases. As she will be aware, we do not allocate set proportions by region across the United Kingdom; we work on where the enhancements deliver the best possible value. We have worked collaboratively with the Welsh Government to bring forward a number of business cases for further investments. We hope to continue to do so. The figures I have just outlined show that an increasing proportion of the Network Rail budget is spent in Wales—something I am sure the right hon. Lady would welcome.

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[Liz Saville Roberts]

I want to be clear on this, because that, of course, includes Barmouth Bridge in my constituency, which is more than 150 years old. We will have to do work on it, if it is to be maintained as a line. I take issue with the Minister on levelling up. I rarely find myself trying to argue the Union point, as I do here, but if we are talking about levelling up, those areas of the United Kingdom that most need infrastructure will not receive it unless it is given by central Government. Wales is a classic example of this, yet we see that infrastructure investment in railway, the electricity grid and all the infrastructure needs we will have in the future to change to net zero—those are the areas where Wales is lacking. I would welcome the Minister showing us his future intentions on these arguments.

[Andrew Stephenson]

On this point we are going to have to agree to some extent to disagree. Through the Union connectivity review, the Government are demonstrating their real desire to invest more. We are investing record sums in rail across the whole United Kingdom. The £4.8 billion levelling up fund, of which at least £800 million will be allocated to projects in Scotland, Wales and Northern Ireland underlines the Government’s commitment. Changes to the Green Book will directly help projects in Wales in the way that I hope they will help projects in the north of England, where my constituency of Pendle is located.

I think we all share a desire for projects to be moved forward at pace. As a Rail Minister, I will not argue against even more investment in rail, but the statistics I have put on record today show that we are working collaboratively with the Welsh Government in order to deliver significant projects that the right hon. Lady’s constituents and other constituents want to see across Wales.

International Travel

Liz Saville Roberts Excerpts

Monday 7th September 2020 Commons Chamber

[Grant Shapps]

I know that my right hon. Friend fights hard for his constituents. I spoke to the boss of Stansted, Charlie Cornish, earlier today, and we discussed the measures that we have been taking and our hopes for the way that the policies can develop. One of the things he said would be helpful in this regard is the islands policy that we have announced today. This will help to protect jobs because, in time, it will enable islands to be added when the mainland would not have been flyable to, and I very much hope that that assists.

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

The Secretary of State suggested three days ago that differences in quarantine rules between the UK nations led to confusion. The UK Government have had more than 20 years to get used to the fact that health is devolved in Wales. Will he therefore clarify that any confusion between the rules in England and Wales arises consistently from a failure on the part of his Government to communicate when their rules apply to England only?

[Grant Shapps]

No, that is factually incorrect. I speak to my counterparts from the other three parts of our nation every single week on various occasions, and each of us at different times has had cause to say to the other, “I’m sorry that we couldn’t have done this without you.” That that has happened with both the Welsh and the Scottish Governments at various times, so that is simply untrue; I do try to share the data. It is helpful for travellers if we can move in unison but it is not always possible. The right hon. Lady points out that there have been 20 years of devolution, but that has never meant decisions over things like quarantine in any past situation that I can think of. This has found new territory for devolution.

Aberystwyth to Carmarthen Railway Reopening

Liz Saville Roberts Excerpts

Wednesday 20th February 2019 Westminster Hall

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

My hon. Friend mentioned north-south links and talked about HS2. There is actually a north-south rail link on the west coast of Wales, but if someone wants to go by train from Aberystwyth to Porthmadog to Llandudno Junction, a critical part of their journey will be on the delightful but steam-powered Ffestiniog railway.

[Jonathan Edwards]

I am grateful for that intervention by my party’s parliamentary leader. I have long had an ambition to go on that rail line, but that shows the lack of serious investment in Welsh rail infrastructure over the years.

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[Jonathan Edwards]

My hon. Friend is right, and I congratulate him on his work since he was elected as the Member of Parliament for Ceredigion in pushing forward this whole project. He is absolutely right, and that is one of the benefits that I will mention later, because for health and other public services, having a spine rail line linking the two largest towns in the west of our country will be hugely beneficial.

Unless the British Government can be unhooked from their obsession with high finance and London, the structural imbalances of the British state economy of low productivity, low wages, and high personal debt will continue unabated—indeed they will get worse. The economist Grace Blakeley writes forcefully in the New Statesman this week about the need for an economic green new deal. The Carmarthen to Aberystwyth line fits into that sort of stimulus to a T. It is not just about the rail line itself, but how it would act as a literal economic spine. It would provide a much-needed north-south economic focus, which is a far more natural focus for those of us living in the west of Wales, as opposed to the obsession with east-west links. The communities are ideal for any economic strategy based on environmental investment because of our abundance of natural resources.

Too often, the missing link is physical connectivity. The line would open up significant opportunities for bulk freight movement, linking the western ports of Holyhead, Fishguard and Pembroke Dock with the southern ports of Swansea, Cardiff and Newport. If the west of my country was linked from top to bottom, it would link three universities—Bangor, Aberystwyth and the University of Wales’s campuses in Lampeter, Carmarthen and now in Swansea. The line would promote greater collaboration between two university health boards, as my hon. Friend the Member for Ceredigion (Ben Lake) said, and a range of other public services. It would make the hospital in Aberystwyth far more viable. We have a threat at the moment of services being restructured in the west of Wales.

Aberystwyth and Carmarthen are two of the largest towns in the west of my country, yet anyone who wishes to make that journey by train today would face an average journey time of seven hours and five minutes. The fastest possible route is five hours and 52 minutes. The old rail line closed to freight in 1973. Since 2000, calls to reopen the line have intensified. I pay tribute to the dedicated work of the campaign group, Traws Link Cymru. We were lucky enough to meet it a few weeks ago in the office of my hon. Friend the Member for Ceredigion, and it has done incredible work in developing the case. Its proposed route would use much of the existing line, with a new section from Alltwalis to Carmarthen, in the constituency of my friend, the hon. Member for Carmarthen West and South Pembrokeshire (Simon Hart). Stations along the route would include Pencader or Llandysul and Llanybydder in my constituency, and Lampeter, Tregaron and Llanilar in the constituency of my hon. Friend the Member for Ceredigion. The expected journey would be one hour thirty minutes, compared with the more than two hours 20 minutes that the bus service takes. Despite the slow march of the bus route, it provides a service for more than a quarter of a million people per annum. The link would have a huge impact on Welsh connectivity, providing for a figure-of-eight system for Wales and reducing the rail journey between Aberystwyth and the capital city of Cardiff by more than two hours.

Opponents of the project will throw back the cost-benefit analysis. However, more than 55,000 people live on the proposed route, compared with the 50,000 who live on the Aberystwyth to Shrewsbury line. The mid Wales line thankfully survived Beeching’s axe, and its passenger numbers are increasing, providing a vital link between Welshpool, Newtown, Machynlleth and Aberystwyth.

As a result of the Budget deal between Plaid Cymru and the Welsh Labour Government, Mott MacDonald was commissioned to undertake a feasibility study on the project. It calculated that if the rail line was up and running by 2024, it would generate 370,000 trips. That would rise to 425,000 by 2027 and 489,000 by 2037. Public appetite for rail is growing and the Minister will be more than familiar with the incredible success of the Scottish Borders line since it was reopened.

In the case of Carmarthen to Aberystwyth and the link to journeys further north, we are talking about, in the words of “Lonely Planet”,

“one of the most beautiful countries in the world”.

What better way to appreciate the splendour of Wales than on a pan-nation rail journey, especially considering that 85% of all visitors into the catchment area of the rail line are day tourists. The hon. Member for Carmarthen West and South Pembrokeshire made that point eloquently.

The report puts the approximate cost at £775 million. For the British Government, that is not a lot of money, and they have shown they can find the money when they need to, whether that is £1 billion to bribe 10 MPs from across the Irish sea or £5 billion to prop up this place for privileged politicians. The cost of refurbishing this place will go up considerably, I have no doubt. The report calculates that the project would create 2,584 gross jobs along the line, with only 144 of them directly attributable to the railway. It calculates that £170.1 million per annum will be created in gross GVA. I am confident that those figures could be magnified if a proper detailed economic strategy was put in place to increase the impact of the line.

[Liz Saville Roberts]

I thank my hon. Friend for mentioning the old line between Afon Wen and Bangor. We talk about advantages for south-west Wales, but moving ahead with that line would replicate those same advantages in north-west Wales, which has just as much need of them and just as much need of improved transport links.

[Jonathan Edwards]

I fully agree with my hon. Friend. Wylfa Newydd, which is now viewed as a white elephant and is in grave danger, was seen as the saviour of the economy of the north of our country. The reality is that we need a major project in Wales; we need a major project in the west of our country.

Wales and Borders Franchise

Liz Saville Roberts Excerpts

Tuesday 7th November 2017 Westminster Hall

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

Does my hon. Friend agree that the previous franchise emphasised punctuality above all else in terms of success, and that for the next franchise to be a success, it must also include customer satisfaction in its criteria?

[Jonathan Edwards]

I am grateful for that intervention. My hon. Friend, who is the parliamentary leader of our party, serves on the Select Committee on Welsh Affairs, which has done very detailed work on this issue and specifically on the initial franchise procurement. The Committee, which consists of members from across the House, was especially damning of how that franchise was constructed.

Let us fast forward to 2015, when the story of this not-so-great train robbery steps up a gear. The then Prime Minister, David Cameron, and his deputy, Nick Clegg, graced Wales with their presence to announce a new devolution deal. As part of the so-called St David’s day agreement, we were told that powers over the procurement of the next rail franchise would be devolved. The cheers at our national stadium, where they made the announcement, were reminiscent of those at a Six Nations match. Finally, we thought, Wales would get the power to create a rail system fit for our people. Sadly, as is often the case, that optimism was misplaced.

In the next section of my speech, I will try to piece together what is a complex picture of confusion, chaos and ineptitude by Governments at both ends of the M4. As is often the case with such matters, each individual element of the story seems unremarkable—inconsequential even. However, in the round, we see an intriguing episode of incompetence, which has already cost millions of pounds and could mean chaos for rail users in Wales.

The story starts just over a year ago, in September 2016. Combing through what was then the Wales Bill—it is now the Wales Act 2017— I spotted what I assumed was an error. Despite the Government’s boy scout promises, devolution of the franchise was not included in the Bill. Being the assiduous and diligent parliamentarian that I am, I decided to flag up that omission to the Secretary of State for Wales. Following the appropriate procedures, I tabled an amendment to the Bill that would devolve the franchise. On 12 September, in a Report Stage debate on the Wales Bill, I sought the Minister’s assurance that the error would be rectified. I said:

“Before I get into my speech, may I say that I will gladly not say a word”—

regarding devolution of the franchise—

“if the Secretary of State or the Minister intervenes to say that they will proceed with that promise and if they outline the legislative vehicle whereby these powers will be devolved to Wales?”

The Secretary of State replied:

“We are negotiating with the Welsh Government over the use of a transfer of functions order under the 2006 Act.”—[Official Report, 12 September 2016; Vol. 614, c. 671.]

The more naive may have thought that that was job done, but as a veteran of many a Wales Bill, I know that devolving powers is not such a simple task, so we continued to push. During the Welsh Affairs Committee inquiry into procurement of the next Wales and Borders franchise, my hon. Friend the Member for Dwyfor Meirionnydd (Liz Saville Roberts) repeatedly asked how the Welsh rail responsibilities would be devolved. Every time she asked the question, whether to a UK or Welsh Government representative, she met with the same complacent response, “It’s just a technical thing; it will all get sorted,” yet everything seemed not to add up. Why wait to devolve the franchise if we could already do so? Why risk waiting? Why circumvent parliamentary scrutiny? Why be so complacent about the powers required for a multibillion-pound contract? Was the reason ignorance, incompetence or something more sinister?

Thanks to my hon. Friend’s excellent work, people will find on page 13 of the report two recommendations calling on the UK and Welsh Governments to update the Committee on the progress of the talks on the transfer of functions and to ensure that there is effective scrutiny of the transfer of functions and the way in which the Governments have agreed to devolve the powers. Of course, neither of those recommendations has been followed.

On 13 October 2016, despite still not having any powers actually to procure the franchise, the Welsh Government announced four shortlisted operators for it: KeolisAmey, a joint venture between French transport giant Keolis and public service provider Amey; MTR Corporation, which has interests globally from Australia to Sweden and is based in Hong Kong; Abellio Group, which operates bus and rail networks across Europe and is the international arm of the Dutch national rail operator; and the existing German state-owned operator Arriva. Those were the only four to enter a bid to run the next franchise.

According to the original plan, the four bids would be assessed by Transport for Wales, a Welsh Government-owned company. Through a process of “competitive dialogue”, the four bidders would work to create one of the most ambitious franchises ever, with the south Wales metro and the rest of the Welsh network covered by a single operator.

UK Maritime Industry

Liz Saville Roberts Excerpts

Thursday 12th January 2017 Westminster Hall

[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.