Transport Infrastructure Projects: Elizabeth Line

Matt Rodda Excerpts

Tuesday 12th November 2024 Westminster Hall

[Matt Rodda (Reading Central) (Lab)]

I beg to move,

That this House has considered future transport infrastructure projects and the Elizabeth line.

It is a pleasure to serve under your chairmanship, Mr Vickers. I declare an interest as a local MP who has received donations from two rail unions, ASLEF and the National Union of Rail, Maritime and Transport Workers. Also, I am a season ticket holder and in the past was involved in the Paddington rail crash. I secured this debate to celebrate the great success of the Elizabeth line, which I travel on almost every day. I was moved by the Royal Institute of British Architects’s tribute, and its award of the Stirling prize, to the Elizabeth line—nominated for its outstanding architecture.

In today’s debate I hope we can discuss the importance of rail investment and the need for long-term planning. I hope to highlight the Elizabeth line as a national achievement and possibly a model for further investments around the country. I also hope the Minister will be able to provide further details of future investments in other parts of England. I am conscious that I am likely to talk a lot about Berkshire, my own county, and the nearby parts of London that it is so intimately connected with. Two years on is an excellent point at which to reflect on the Elizabeth line and its wonderful benefits to our community.

I hope Members will indulge me this morning, because I have to say my family banned me from going on about the Elizabeth line. I was told by my wife to stop talking about it. I am very lucky to live near London and can travel home to Reading every day —apologies to colleagues who are not able to get home in the evening—but I was admonished by my wife, who told me, “Stop going on about the Elizabeth line. I don’t want to hear any more about it.” However, she and my son and daughter all changed their tune as soon as they had benefited from it; Sarah was able to get back from a show in the west end to a cup of tea in our kitchen in Reading in 50 minutes one evening, and that stopped her ever criticising it again. Now she is as big a convert as I am to that wonderful piece of engineering.

I have my “Matt Rodda’s pub quiz” section of this speech, in which I want to mention a few fun facts about the Elizabeth line. To sum up the scale of what the country has achieved, £19 billion has been invested in this piece of railway, but it has already, in just two years, generated £42 billion of benefits to the economy. There are some 700,000 journeys a day. Every day, the equivalent of the whole population of Berkshire, a reasonably large English county, travels on the line. To put it another way, 4.8 million people travel on it every week—more than half the population of London travel on that one railway line every week. It has generated 8,000 jobs and about 55,000 homes have been built along the line. I want to mention that later in my speech, because the connection between investment in rail, the economy, jobs, housing and growth and the clustering of new industries near railway stations is a really important topic in this debate.

The Mayor of London described the line as a “game changer” for London and the surrounding area, where we have seen 8% growth year on year in passenger numbers. The best way to understand this amazing piece of railway is to ride on it and look out of the window, or to get out of the station underground and soak up what we are passing through. Getting off the mainline train at Paddington—I do not travel on the Elizabeth line all the way to Reading every day—and going on to the Elizabeth line is quite a stunning change of scene. I go into a huge box station, down two sets of escalators and into an enormous modern station, rather like being inside an airport building. It is absolutely huge, several times greater than any normal tube station, with enormous capacity built in for extra passenger numbers. Already, even on the busiest days, the line is soaking up huge numbers of people. The crowds above ground are suddenly distributed below ground and there is a train every 2.5 minutes.

I travel to Bond Street, where, wonderfully, there is a little sign that says “Trains to Reading”—something that seems completely incongruous to anybody who lives outside London. I then move swiftly on to another tube. Looking at the view coming into Reading station the other way, there is now an equally stunning sight that we would not see in many medium-sized English cities or large towns. We are starting to see a significant number of tall buildings, and all those buildings represent a rise in land values, an increase in jobs and new businesses locating near the station, creating jobs, wealth and growth through investment and infrastructure. That is driving the economy of the area and leading to significant migration into Reading from around the UK and around the world, with businesses also relocating.

I saw one example of why that relocation is taking place with my visit to the Ericsson office, in Thames Tower next to the station. This illustrates the employer’s point of view, which is important. Senior managers at Ericsson explained that they moved from a business estate in Surrey to Reading because they wanted access to a much wider pool of workers. The transport connectivity meant they could get much better access to a much wider range of people with qualifications in telecoms, electronic engineering and other related skills they needed in their business by being in Reading. Staff can connect more easily to the midlands, east to London, west to Bristol and south too. I stress that rail connectivity, and the benefits it brings to employers, as an important part of this debate.

At a local level, PepsiCo, whose office is in Green Park near the M4 motorway, is moving to Reading town centre. That movement of businesses into Reading from out-of-town industrial estates could also apply to other areas where there is due to be a significant amount of rail investment—for example on the Oxford to Cambridge line or in the north of England. I hope that is the story when investment and infrastructure are brought together.

It is also worth mentioning the huge environmental benefit. We do not have much capacity in our major towns and cities to build extra roads and getting extra road space is incredibly difficult. There are more people and more vehicles in the country, and all those vehicles on the road at the same time can cause gridlock. Rail offers the ability to generate large numbers of journeys and move huge numbers of people quickly and effectively from one place to another. That can be seen in Berkshire and west London; in fact, the section of the Elizabeth line between Reading and Hayes shows the fastest growth in passenger numbers. Interestingly, it straddles two regional boundaries, where there was previously a stopping service that was nowhere near as effective at getting people from A to B—it was not as fast or as regular—as the Elizabeth line.

[Deirdre Costigan (Ealing Southall) (Lab)]

I congratulate my hon. Friend on securing this important debate. The Elizabeth line has been a game changer for my constituency of Ealing Southall, and Southall station in particular is very well used. However, two other stations, West Ealing and Hanwell, suffer from a less frequent service than Southall, and that is in the context of increasing development, particularly in West Ealing. There are also more delays and cancellations on the line than would be expected with new rail infrastructure. Does my hon. Friend agree that not only is it important that the Elizabeth line is extended to constituencies such as his, but that the reliability and frequency of the line is improved?

[Matt Rodda]

My hon. Friend makes a good point about further enhancements and improvements to the line. I will discuss that later in my speech and I hope the Minister will also have a word to say on that.

On the wider context of the British economy and national achievements in recent years, it is fair to say that we are all proud of Great British sporting achievements, such as securing the Olympics and the performance of Team GB or our achievements in football and other major sports. I believe that the building and the growing success of the Elizabeth line are also an achievement in line with our achievements in sport or science and technology, and we ought to pay heed to that, learn from it and use it to fuel other investments, whether by learning the lessons on planning and infrastructure development or in other ways.

I also want to comment on some of the political lessons learned, on a cross-party basis: once again, it is important to focus on the crucial number of £42 billion of economic growth in just two years. That is a significant number, and we want to see more of that, not just in my region of the south-east of England, but across the country, in Wales, Scotland, Northern Ireland and the north of England.

To reflect on what went well and learn some lessons, I would like to go back a bit—you will be pleased to know, Mr Vickers, that I do not want to go right back to 1840, when the Regent’s Canal company, which was very far sighted, first talked about a cross-London route, but I will go back to the 1990s to reflect, in simple outline terms, on the things we got right and the themes that come up when we talk to the people involved. For example, I spoke to the former Member for Greenwich and Woolwich, Nick Raynsford, who was a Transport Minister. The lessons seem to be that it is important that the Government have a vision, and plan and invest for the long term. They must listen to businesses and work closely with them in deep partnership, and they must do the same with local and regional government. Both the Mayor of London and local government across the south-east were crucial to this project—the Minister may want to comment on that later.

I must thank several people, or I will never live it down. In particular, I thank MPs from Berkshire: I want to single out the former Member for Maidenhead, now Baroness May of Maidenhead, who played a very important role in this project and was an incredibly important constituency neighbour when she was in this place. I also thank Lord Sharma and other MPs from the Thames valley, including the former Labour MPs for Reading West and Slough, among others. I thank the lead members for transport on Reading Borough council, including Councillor Tony Page and Councillor John Howarth, and leaders of Reading Borough council Liz Terry, Jo Lovelock and David Sutton.

I thank the local business community, including investors from outside our immediate area who have done so much to regenerate areas near the station—for example, the team investing in Station Hill are playing a really important role—and many others, such as the two corporates that are moving into the area near the station. I would particularly like to mention Nigel Horton-Baker, who brought the business community together, and I thank the various local enterprise partnerships and chambers of commerce that cover the Thames valley.

I also highlight the importance of the business and civic community in the wider region. When the Elizabeth line was envisaged—this is a bit of a detour down a branch line, but it is very important for Berkshire—there was no guarantee that it would come to Reading. The original plan was for it to go as far west as Maidenhead, but Reading borough council built a coalition of local authorities across the three counties of Berks, Bucks and Oxon. I see that the hon. Member for Wokingham (Clive Jones) is here, and I am sure he agrees; he may want to speak about the importance of local government collegiality across the Thames valley. That cross-party group of local authorities, led by all three main UK parties, wanted Reading to be the western terminus. It was so important that they agreed and worked together. I obviously have a vested interest as the MP for Reading Central, but the idea of Reading’s being the western terminus made complete transport sense, as it is a major transport hub and a point at which the railway divides north and south, to the south coast and the midlands, and a key point at which it splays out westwards, to the far south-west, Wales and the midlands.

I am proud to be the MP for Reading Central, and it is wonderful to be able to commend the work that has been done locally. In the time that I have left, I have some questions for the Minister from me, our local business community and other stakeholders. I particularly want to explore the notion of further electrification. One of the benefits of the Elizabeth line is that it is fully electric, which saves huge amounts of money in the long run, although there is obviously an up-front cost. Under the previous Government, there was a reduction in the amount of electrification from what was originally planned. I have had requests for more north-south improvements in electrification in our area, between the south coast and Oxford. There has also been some interest in introducing more semi-fast services on the Elizabeth line—in other words, trains that do not stop at every station but move more quickly between the major stations. Some people have raised further station development.

A western rail link is an important adjunct to the arguments about the Elizabeth line. The line has created a lot of connectivity and an east-west corridor between Berkshire, Essex and Kent, but people going to Heathrow have to approach London and go out again. Many colleagues from Wales and the west country—particularly south Wales, Bristol and further west—have, with me and other colleagues, lobbied for extra connectivity that would allow people to get on a train at Cardiff or Bristol and go straight to Heathrow, reducing surface transport and pollution near the airport, and freeing up local roads. It would also bring huge flexibility for commuters working at the airport, particularly residents of Slough and west London, where many airport staff live, although some live as far away as Reading.

The other point I would like the Minister to comment on—I realise it is an ongoing discussion—is the work to smooth the transition relating to the development of Old Oak Common. I am pleased the Government are committed to investing in the link between Old Oak Common and Euston; that is an important milestone and a national priority for all of us. However, in my area, and particularly to the west of London, in Wales and the west country, there is a great deal of concern about the blockading of Paddington to allow work to take place at Old Oak Common. That starts at Christmas time, and I hope the Minister can say some reassuring words about it. I know he is interested in those matters and wants that work carried out in the smoothest way possible.

It has been a pleasure to speak this morning; I am grateful for your indulgence, Mr Vickers, in allowing me to commend some of my local government colleagues and others in the business community. I hope the Minister will be able to answer some of my questions. I also thank colleagues for attending in such large numbers and from such a wide range of political parties, and I look forward to hearing everybody’s speeches.

[Martin Vickers (in the Chair)]

I remind Members that they should bob if they wish to be called in the debate. If Members restrict themselves to speaking for about five minutes, we should be able to accommodate everyone.

--- Later in debate ---

[Matt Rodda]

It is a pleasure to have secured today’s debate—thank you for your wise chairship, Mr Vickers. I found the positive mood and spirit in which colleagues conducted the debate wonderful and quite inspirational. It is hugely important to recognise when we do achieve something as a country, and this really was, and is, a national achievement. I just wish it could go all the way to mid-Wales and Northern Ireland—perhaps one day.

I thank the Minister—indeed, the shadow Minister hinted at this—for taking part in my Christmas quiz and repeating the key line that I hope we will all take home: this is £42 billion in just two years, so imagine what it could do over the longer term. Indeed, some of the studies on the economic benefits are yet to be fully updated, and I look forward to further benefits being discovered, including on connectivity just beyond the line. The points from my hon. Friends the Members for Dartford (Jim Dickson) and for Bexleyheath and Crayford (Daniel Francis) about the relationship to the area just beyond the Elizabeth line are well made, and indeed, places west of Reading and my area have benefited as well. I would like to thank the House again, and you Mr Vickers, for today’s opportunity to speak.

Question put and agreed to.

Resolved,

That this House has considered future transport infrastructure projects and the Elizabeth line.

Driving Test Availability

Matt Rodda Excerpts

Wednesday 16th October 2024 Westminster Hall

[Matt Rodda (Reading Central) (Lab)]

It is a pleasure to serve under your chairmanship, Sir Roger. I commend my hon. Friend the Member for Bracknell (Peter Swallow) for his excellent work on this important issue. I am also conscious of the time, so I will try to keep my remarks as brief as possible. I want to refer and underline some of the points made by my hon. Friend and other colleagues and also talk about the specific problems in Reading.

First, it is important to restate how important it is to learn to drive. It is a rite of passage and an opportunity for young people—and many others, as my hon. Friend the Member for Hastings and Rye (Helena Dollimore) pointed out—to gain extra mobility, but also potentially to gain economic benefits by opening up the opportunities of a wider range of jobs. That is hugely important. Even in areas such as Reading, where there is excellent public transport, there are many people who rely on a car to travel, quite understandably, and that provides extra mobility and access to a wider range of services and job opportunities.

The points that I would like to highlight regarding my own constituency really follow on from the points made by my hon. Friend the Member for Bracknell, and things, in many cases, are even worse. There are 250,000 people in the Reading urban area—we are the second-biggest urban area in the south-east of England—and there is a very young population, with many young people seeking to learn to drive, yet serious backlogs have been developing in the past few years. Some of that is connected to the pandemic, but I am afraid that the previous Government appear to have mismanaged this important public service, and my constituents, and those of neighbouring MPs, are suffering as a result.

The issues of long waits and having to travel long distances are significant for many people in the Reading area. I have had constituents who have had to travel as far as—I cannot say Aberdeen—Cheshire, which is still a significant distance away, or East Anglia, and I have also heard of parents helping their son or daughter to book a test in Cornwall, during a family holiday there, because that was the only place that they could get a test.

Clearly, this situation is completely unacceptable, and it has been made worse by issues with the booking software. I have had a number of meetings with local driving instructors who urged me to raise that with the Minister, and I hope that more can be done. I appreciate that work is under way on this, and that officials in the Department are trying to tackle the problem, but there is some gaming of the system going on that is causing great pressure to many constituents, and indeed adding to the cost of getting a test.

To make matters even worse in my own area, the current test centre on Elgar Road South, which is well known in Reading, is due to close in the spring of 2025. There is a potential replacement, but we do not know where that is or when it will open. That is causing delays and a great deal of uncertainty for local residents—for young people and others—seeking to learn to drive. Reading residents face the prospect of having to drive to Basingstoke to take their tests. That is quite a significant journey and would add a great deal of cost and time to learning to drive and passing the test. I hope that the Minister will be able to offer an update on that. I realise that it is a commercial matter for the Department, but maybe she will be able to write to me with an update on the progress of the negotiations for a new test centre in the Reading area to serve this very large population of ours. Finally—I do appreciate the pressure on time— I thank my hon. Friend the Member for Bracknell again for securing this important debate.

Oral Answers to Questions

Matt Rodda Excerpts

Thursday 10th October 2024 Commons Chamber

[Matt Rodda (Reading Central) (Lab)]

Twenty-five years ago, two trains collided just west of Paddington station, in what was one of worst rail accidents of recent times. Thirty-one people lost their lives and many more were injured. Will the Secretary of State join me in paying tribute to all those who were affected by the Paddington rail crash?

[Louise Haigh]

I commend my hon. Friend for his bravery in recently speaking out about his personal involvement in that tragic crash, and I thank my hon. Friend the Member for Kensington and Bayswater (Joe Powell) and my officials for attending the commemoration last weekend. I join my hon. Friend the Member for Reading Central (Matt Rodda) in paying tribute to the families of the victims and to all those heroes who responded on the day.

RNLI Bicentenary

Matt Rodda Excerpts

Tuesday 26th March 2024 Westminster Hall

[Matt Rodda (Reading East) (Lab)]

It is a pleasure to serve under your chairship, Mrs Harris. I congratulate the hon. Member for Totnes (Anthony Mangnall) on his excellent and stirring speech about the service of the Royal National Lifeboat Institution across this country. I pay tribute to the RNLI: it is a wonderful service, and today’s speeches have been inspiring.

I am here to say thank you on behalf of an inland community and to raise a related point about water safety. The RNLI has given 200 years of service to this country, and it is a privilege to speak in this debate. I will pick up on some hugely important points that the hon. Member made about the RNLI’s expansion into taking over beach safety and about its international and education work.

The RNLI already covers estuaries of major rivers. I represent a town further upstream, beyond the tidal reach of the Thames: the tidal section goes as far as Teddington, and Reading is some way from there. However, every year we have tragedies when people fall in the river and, in some cases, need to be rescued. The police are the rescuing authority, but I have been approached by a number of residents, particularly boat owners, small business owners and others based by the river, who potentially have access to rescue craft. They want to learn more about the experience of the RNLI and about how inland waterways could be made safer by assisting the police in rescue, with trained personnel who are used to driving boats in river situations.

In fact, one of my residents was awarded a medal by Thames Valley police for doing exactly that last year: at very short notice, he jumped into his boat and rescued somebody who had fallen into the river. The gentleman concerned was quite severely injured; he had struggled and was no longer able to swim. He was floating downstream in the centre of the river, some way from the bank, and if it had not been for that resident the incident could have been much worse.

I address my points to the Minister. Is it possible to look into the RNLI’s experience with inland waterways and see what we can learn as a country? We must not only thank the RNLI for its outstanding work in saving lives at sea, which has been spoken about beautifully today—we all share a great sense of gratitude to this wonderful institution—but see what can be learned from the collective endeavour about which the hon. Member for Totnes spoke so effectively and clearly in his inspiring speech. I pose that question to the Minister to see what might be done to further assist to local police forces: they are the rescuing authority in inland waterways, but they are often under enormous pressure, and police boats may take some time to get to an emergency.

National Networks National Policy Statement

Matt Rodda Excerpts

Tuesday 26th March 2024 Commons Chamber

[Matt Rodda (Reading East) (Lab)]

It is a pleasure to be able to speak briefly in this afternoon’s important debate on transport infrastructure. It is a great pleasure to follow the Chair of the Transport Committee, the hon. Member for Milton Keynes South (Iain Stewart). I will be brief, but I want to make a number of points to support the shadow Transport Minister, my hon. Friend the Member for Sefton Central (Bill Esterson), and to highlight the importance of investing in infrastructure to support economic growth.

First, I will raise a few points that matter to my constituents, some of which are immediate because they happened this week. There were severe delays on the Great Western main line yesterday. A number of colleagues, myself and many thousands of commuters were left waiting for long periods, in some cases up to two hours, because of a problem with the electricity supply to the overhead wires. That has happened a number of times before for various reasons. I urge the Minister to consult with the Rail Minister and feed back the serious concerns of travellers on this vital piece of infrastructure. The line connects London with towns in the south-east, such as Reading, and is of strategic importance across the whole UK, connecting Wales, Bristol, the south-west and parts of the midlands with the capital city. It is vital that train travellers can rely on this excellent service, which normally allows swift and easy access to the heart of London. It is now supported by the Elizabeth line, which is a huge benefit to us all. However, there has been a series of issues with the overhead wires, which I hope the Minister will flag up. Will he or a colleague write to me to update me on the problems experienced by passengers and to highlight the action being taken to address them?

On a related issue of regional and national infrastructural importance, I wanted to flag up the importance of getting a sensible policy on smart motorways. In my part of England, we have had a smart motorway installed along the M4 from west London as far west as Theale, just beyond Reading. Unfortunately, the work was carried out using the revised specification, which puts refuges up to a mile apart. In my opinion and that of many critics, that is too far apart to be genuinely safe. Will the Minister look at that policy again? Other parts of the south of England have been affected by a similar approach to upgrading the motorway, such as the M27 around Southampton, Portsmouth and neighbouring towns. Again, unfortunately, when the work was carried out, a revised spec was used rather than the original one, which had more frequent refuge points. Will the Minister write to me and colleagues on that matter, which is of great importance to our region and to the country as a whole?

Those two significant issues relate to existing infrastructure. My third issue relates to forthcoming infrastructure. I urge the Minister to implore his colleagues to get the Government’s act together on the electrification of vehicles. Obviously, the Government backtracked on the 2030 target—sadly and wrongly, in my opinion—and in addition they have made matters worse by not achieving the intermediate steps they set out such as putting in a suitable number of charging points at motorway service areas. Range anxiety continues to be a major problem and is delaying the purchase and uptake of electric vehicles in many cases. It would be good if the Minister updated colleagues on progress.

I understand that the Government have not achieved their target of about six charging points in each service area—that seems a low bar—and that we may have something like four per service area on average at the moment. Even if six were achieved, that would be way below the potential needed for vehicles if they are truly to be electrified quickly and effectively so that we can hit our targets for tackling the climate emergency and boost British production of electric cars, which is a success story in our motor industry.

Those are some key strategic issues. If I may, Mr Deputy Speaker, I will mention some areas not directly covered by the policy statement but that many consider strategic priorities. We have the appalling state of the road network as a whole with the increase in potholes, which has possibly been exacerbated by heavy rain and frosts this winter. That is a huge challenge for the country as a whole. It affects many motorists, with people having to pay for expensive repairs, and it is a huge safety issue for both motorists and cyclists. I urge the Minister to look at that again, as well as at the speed at which the backlog in potholes is being tackled, and to support local authorities taking a more progressive and imaginative approach. My council, Reading Borough Council, has approached potholes with an “invest to save” mentality, doing large sections rather than just filling in individual potholes, and that seems to be tackling the backlog more effectively than some neighbouring authorities—Oxfordshire and Wokingham in particular—which are somewhat behind with their pothole filling.

Other matters that many people see as strategically important but are not under the statement’s remit include the encouraging of walking and cycling. Only 1% of the transport budget is spent on those important areas, yet their benefits to the country are huge. As we heard earlier when considering the Pedicabs (London) Bill, shifting people from cars to cycling allows more road space for those who do have to drive—we are not able to create much more road space—takes pollution out of the atmosphere, which is vital, and can improve road safety and people’s health and fitness. That is hugely important for the country, yet it gets only 1% of transport spending. Surely we should be looking at that again and trying to encourage it.

That includes improving safety in particular for pedestrians and for women at night by improving lighting, crossings and other measures. In my constituency, I commend local councillors, and Will Cross in Redlands ward in particular, who has ably championed the need for a pedestrian crossing on Upper Redlands Road. It should not take that much effort from a dedicated councillor to deliver something like that; it should be much more routine, with more pots of money available, and be considered in aggregate a national priority. Even if individual schemes are small, their overall effect is significant.

Thank you for indulging me slightly on those last few points, Mr Deputy Speaker. I am grateful for the chance to speak and appreciate the Minister offering to write to me on some of the more immediate and significant matters.

Pedicabs (London) Bill [Lords]

Matt Rodda Excerpts

Committee of the whole House
Tuesday 26th March 2024 Commons Chamber

[Matt Rodda (Reading East) (Lab)]

Does the hon. Gentleman acknowledge that in a previous debate on the Bill a great deal of concern was raised by a number of hon. Members from across the House about the conduct of some pedicab drivers and the level of fees sometimes levied on passengers, some of whom were tourists who were unaware of the nature of the business they were getting into? I believe the hon. Member for Cities of London and Westminster (Nickie Aiken) raised that issue in the previous debate.

[Sir Christopher Chope]

I accept that, but those concerns relate to the use of pedicabs when they are plying for hire, and people then getting into them and being—to put it colloquially—“ripped off.” There should be regulation of fares in those circumstances, but where the pedicab is a private hire vehicle—where an agreement has been made prior to its hire—the terms and conditions will be a contractual arrangement between the hirer and the pedicab operator. That is exactly equivalent to what happens in the private vehicle hire sector at the moment, where there is no regulation of the fare. I do not understand why TfL is seeking powers to regulate the pedicab fare even when that is a private hire arrangement, rather than the subject of a hire arrangement made on the street.

Page 5 of the potential licensing framework for pedicabs in London states, “TfL would seek to introduce controls on fares for pedicabs, including fares for pre-booked journeys.” That is completely inconsistent with the point TfL makes in the previous paragraph, which says, “TfL does not regulate fares for private hire vehicles. As private hire vehicles are pre-booked, passengers are in a position to make a consumer choice before hiring the vehicle. Private hire vehicle fares are thus set by the operators in a competitive market, which allows price to be one of the factors passengers take into account when choosing which operator to book with.” So why is TfL seeking to introduce controls on fares for pre-booked journeys?

The next issue of concern, which has not been resolved, is whether pedicabs should be able to charge per passenger. Currently, taxis cannot charge per passenger; they charge per journey. One can understand why, because the taxi is licensed for a certain number of seats—for example, five—and the number of passengers does not make much difference to the speed of the vehicle. The situation for pedicabs is significantly different, because taking four passengers in a pedicab requires a lot more cycling effort from one person than one passenger does. So surely it is reasonable that pedicabs should be able to charge per passenger, rather than just per journey irrespective of how many passengers are there.

Alarmingly, the potential licensing framework makes reference to the possibility that TfL might require pedicab operators to accept any fare that was offered. So if a group of people got together and said, “You’ve got four seats in your pedicab, we wish to take all four of them and we require you to take us to Leicester Square”, the pedicab driver would be required to accept those four people, who might be heavy. That would be the case despite his wish to have only one or two people in his pedicab because he was not sufficiently fit to transport all four people in his pedicab. Those are further concerns I have about what is contained in these draft regulations.

The cycling fraternity are very worried about pedicabs being legislated out of existence, which is why they have argued that the pedicab regime should be national, rather than limited to London, and that it should not be an extension of the rules relating to taxis and private hire vehicles. I tabled a question to the Minister following his helpful intervention on Second Reading, when he talked about the issue of licensing authorities across the rest of the country and referred to paragraph 8.3 of his Department’s publication “Taxi and private hire vehicle licensing best practice guidance for licensing authorities in England”, which was updated on 17 November. In that update, the Department advised that licensing authorities “should make appropriate adjustments” to take into account the demand for pedicab services in their area.

During the earlier debates, we had heard that some such areas include Oxford, Salisbury, Bristol and Cambridge. So I tabled a written question to the Secretary of State asking

“what information his Department holds on (a) the number of pedicabs outside Greater London that are licensed as (i) taxis and (ii) private hire vehicles and (b) the number and proportion of those pedicabs that are in (A) Oxford, (B) Salisbury, (C) Bristol and (D) Cambridge; and if he will make an assessment of the potential impact on the number of licensed pedicabs of paragraph 8.3 of his Department’s guidance entitled Taxi and private hire vehicle licensing best practice guidance for licensing authorities in England”.

The answer I received from the Minister on 25 March rather ducked the question:

“Outside London pedicabs can be licensed as taxis. Pedicabs cannot be licensed as a private hire vehicle as legislation defines a private hire vehicle as a motor vehicle. The Department for Transport issues guidance on licensing taxis and private hire vehicles to authorities who should consider the recommendations made and their obligation under the Regulators’ Code to carry out their activities in a way that supports those they regulate to comply and grow. The Best Practice Guidance…sets out that where there is local interest….licensing authorities should make appropriate adjustments…Subject to the legal requirements, it is for licensing authorities to consider”.

What the Minister did not say was what impact, if any, the change in the best practice guidance that he issued has had on pedicab operators or on people being able to start pedicab operations outside London. The answer, as far as one can gather, is that outside London there are no licensed pedicab operations, because, despite the Government’s apparent best intentions, those who wish to operate pedicabs outside London using the taxi and private hire vehicle regulations are unable to get their operations off the ground. That is largely because of the regulatory burdens and the costs associated with insurance, apart from anything else.

There are those who believe, as I do, that pedicabs are a highly environmentally advantageous means of transport: the pedicab driver is taking good exercise in cycling his pedicab and it is not causing any emissions. In addition, pedicabs enable people to get from one part of London to another and to have an enjoyable experience. In the same way that not many people in Venice use gondolas as a means of getting from A to B quickly, pedicabs are not used as an alternative to the bus or the underground. They are there for a bit of fun and recreation. Why would this Conservative Government want to legislate them out of existence? I do not think they want to do that, which is why I have proposed a series of amendments designed to tighten up the pedicab regime.

My first amendment

“requires Transport for London to have regard to any guidance issued by the Secretary of State in relation to the making of pedicab regulations and exercising TfL’s functions under those regulations.”

My point is that the making of the regulations is what is important rather than the exercising of the functions under them, so the amendment requires Transport for London to have regard to that. That links to the requirement in amendment 19 to ensure that the Government produce the guidance within six months of the Bill receiving Royal Assent. Without that provision we could have a situation where the Government are required by law to produce regulations, but there is no time limit on that.

As an example of how time lapses, I remember that just over five years ago, on a Friday in this Chamber, my right hon. Friend the Member for East Yorkshire (Sir Greg Knight) brought forward a Bill to control bad behaviour by rogue parking operators, who can cause abuse at the behest of transport organisations, access driver and vehicle details, and impose severe penalties, including enormous fines, on alleged miscreants who have parked on private property. The Government assured us that a code of practice would be drawn up, and I put forward an amendment specifying the period within which that should be done. I was assured by the then Minister—none other than the person who is now our Prime Minister—that my amendment was unnecessary, but five years later that code of practice has still not been produced, to the frustration of motorists up and down the country. That is why we need to include an amendment that specifies the timescale within which the Government must produce their guidance.

Amendment 19 suggests a timescale of six months. Transport for London could introduce its regulations thereafter, having taken into account the Government guidance. Clause 7 is purely permissive: it permits, not requires, the Government to issue guidance to Transport for London. It is essential that the Government issue guidance that ensures Transport for London realises it will not be allowed to prevent pedicabs plying for hire in London; it will not be able to require pedicab operators to put a maximum of four heavy people in their cab and not get any extra fee for transporting them; and it will not be able to require other potentially damaging provisions in the draft regulations.

--- Later in debate ---

[Simon Lightwood]

I agree, but there could be enhanced DBS checks, which our new clause 3 would provide for.

As I have said, TfL has already set out in its potential licensing framework that it will consult stakeholders, and I hope that that will include the London Pedicab Operators Association. Of course, although it is vital that fees are set at a level that enables investment, they must remain proportionate. We are trying to provide for a prosperous pedicab industry, after all, so we must ensure that fees are not prohibitive. Clause 2(4) already provides for TfL to set fees at a level that enables the recovery of costs incurred for administering the licensing scheme. Licensing fees being set on a cost recovery basis is fair and proportionate. Amendment 8 to clause 2(4) would simply grant TfL a degree of flexibility while acknowledging the benefits that investment in pedicabs infrastructure can have.

[Matt Rodda]

My hon. Friend is making an excellent speech clearly setting out the importance of having the right balance. Does he agree that, from this work in London, lessons could be learned for other towns and cities around the country, and that encouraging the pedicab industry and other delivery by bicycle in a sensitive way around the country could generate a great number of local jobs and remove fumes and other menaces from the public realm?

--- Later in debate ---

[The Parliamentary Under-Secretary of State for Transport (Guy Opperman)]

I wish to address all the amendments that have been put down by all colleagues. I am conscious that the hon. Member for Richmond Park (Sarah Olney) representing the Liberal Democrats is not present, but I will deal with her amendments 21, 6 and 7 very briefly. On her amendment 21, the consultation will happen as she seeks. On her amendment 6, clause 2(7) addresses her concerns on that. On her amendment 7, I believe that that is covered by clause 7(6).

The hon. Member for Wakefield (Simon Lightwood) has put forward a number of amendments. He and I have discussed this on a previous occasion and prior to today, and I will address a couple of his key points. They were made in the best possible way and in the right spirit, being conscious of what was discussed in the other place. On his new clause 1, we believe it is not necessary given that clause 7(2) already achieves the policy intention by specifying that the Secretary of State’s guidance may include guidance about TfL’s functions. The key point is that we believe clause 7(2) addresses the overarching themes.

The crucial point the hon. Member wants to make is about DBS checks, and I acknowledge that point. Clearly, there are the primary checks we have repeatedly discussed in the past, but I am strongly instructed that the appropriate way to deal with these matters is to make amendments to the exceptions through the Police Act 1997 (Criminal Records) Regulations 2002, under the negative procedure, and the Rehabilitation of Offenders Act 1974 (Exceptions) Order 1975, under the affirmative procedure.

I can tell the Committee that the Home Office and, in particular, the Ministry of Justice are currently considering a range of proposals for changes to such eligibility, and we are looking to bring forward a consolidated package of changes in due course. I am not able to do that at this stage, and I do not feel that this Bill is the right venue to do it. However, the hon. Member’s point is well noted, has been taken on board and is very much live in the Ministry of Justice’s considerations.

My hon. Friend the Member for Christchurch (Sir Christopher Chope), in his typical way, made a heartfelt speech setting out his genuine concerns and his genuine desire to ensure that there is a pedicab business on an ongoing basis post regulation. I welcome his concern on that point, and as a strong Conservative I want to see exactly the same as him. I put that on record, and I make it very clear that we want a thousand flowers to bloom and we want pedicabs to continue on a long-term basis.

I know there is a desire to trade who said what over the last few years, but I want briefly to put on record some of the comments from some of the key organisations engaged here. Clearly, the London Pedicab Operators Association has made a variety of comments down the years. On 7 November 2023 one of the spokesmen, Mr Schroder, stated:

“It’s handy for us to have legislation and rules and regulations for the operators which includes insurance…we’ve been competing against operators who don’t follow any rules, who can do what they want, and that makes it difficult… It’s a shame that they don’t involve the industry in making the decisions, because then it’s take it or leave it.”

Mention was made of Mr Smallwood, who stated in August 2022 that he was “optimistic” because probably for the first time, all parties have a determination to finally establish a bespoke regulatory regime for pedicabs that extends throughout the country. He said this was a “positive and exciting” opportunity, and perhaps a singular chance in the foreseeable future to resolve this long-standing issue. He added—I think this is relevant to consideration of whether we are creating a bespoke arrangement to allow an organisation to continue in a safely regulated way—that regulations across Europe and the USA are simple, straightforward and effective. Clearly it is possible to regulate pedicabs and at the same time to allow the industry to flourish.

[Matt Rodda]

Will the Minister reflect on the benefits of this regulatory approach being brought forward to look at other comparable new and emerging forms of transport, particularly electric bikes and scooters? There is a great deal of concern among my constituents and others that we need a sensible approach to these new vehicles that encourages the use of more modest and environmentally friendly transport, but that also keeps them off pavements and avoids people being scared to walk down the street. Will he commit to looking into that important matter as well?

[Guy Opperman]

The hon. Gentleman tempts me to go somewhat beyond the Bill, and I will try to address that issue in a couple of ways. Clearly, the Department for Transport must look at all types of vehicles, in whatever shape or form, that utilise the roads, including cycles and various types of scooter and the like. It is complex legislation, as we are showing by dealing just with the simple issue of pedicabs, but it is unquestionably the case—I speak as the Minister who answers for accessibility issues—that this cannot be the long-term situation. I accept that a research project is ongoing in respect of these alternative vehicles, but that cannot be the case long term.

It is my humble opinion that we have an unregulated system where vehicles can be deposited on the pavement, and those who have accessibility issues, or who are blind or have other disabilities, are unquestionably compromised by that. There must be regulation going forward. I am keen to see that but again—this slightly touches on the point made by my hon. Friend the Member for Christchurch—there has to be a way to get the right form of regulation to allow this to go ahead. To be fair to successive Mayors of London, having what are sometimes called Boris bikes, and sometimes called other types of bikes, with a docking station, has been exceptionally successful at getting people out of a bus or car, and it is the right thing to do. I am utterly on board with what the hon. Gentleman says. It is for all parties to look at their transport manifestos, but it would unquestionably be my view, as a very junior and humble Minister, that we must consider that issue.

Ben Knowles of Pedal Me stated that pedicabs

“have been undermined by the business models under which they’re run and by the lack of regulation… So I’m really excited to see this regulation coming in because I think it might help boost standards across the industry and turn it into the reputable, useful service it always should have been.”

To assist my hon. Friend the Member for Christchurch, and all colleagues, I asked TfL to update, improve and enhance its draft regulations, and I wish to try to address that briefly. I do not think I have ever come across a Bill that is so brief but has such detailed draft regulations for pre-scrutiny. I have done this job for 14 years, and I have never seen such copious detail.

Pedicabs (London) Bill [Lords]

Matt Rodda Excerpts

2nd reading
Wednesday 28th February 2024 Commons Chamber

[Simon Lightwood (Wakefield) (Lab/Co-op)]

It is a pleasure to speak for the Opposition on Second Reading this afternoon. As my colleagues in the other place have set out, Labour welcomes this short yet vital Bill and will support its progress, but it is long overdue. After years of asking for these powers from the Government, the Bill will finally give Transport for London the power to tackle the blight of unregulated pedicabs in London—largely in the city’s west end.

As colleagues will know all too well, pedicabs have been able to operate without regulation for decades due to a legal loophole in London. They are not considered taxis under the current law and are instead defined as “stage carriages” under section 4 of the Metropolitan Public Carriage Act 1869.

However, with section 4 no longer in force, a completely unregulated pedicab industry has emerged in London. Indeed, as the Minister inferred, it is the only form of unregulated public transport in the capital. Between 2018 and 2023, 24 pedicab operator incidents were reported in London, including six sexual offences and 13 injury-causing collisions. Pedicabs have also been notorious for egregious overcharging of tourists, as of course they are currently entirely free to determine their own fares, sometimes seemingly at random. As the Minister referenced, a tourist with two young children was charged more than £450 for a seven-minute journey in a pedicab. The driver intimidated the tourist into immediate payment and then disappeared—presumably to avoid being reported. This is just one of many concerning reports of unacceptable behaviour from unlicensed operators.

It is clear that TfL urgently needs the powers necessary to regulate, and I am pleased that the Bill will go a long way in making pedicabs safer for passengers, because it is this emphasis on safety that is so vital. I know that the Minister and I agree that we do not want pedicabs banned from London streets; we just want them to be as well-regulated on safety as any other mode of public transport.

[Matt Rodda (Reading East) (Lab)]

I am grateful to my hon. Friend for giving way. He is speaking very eloquently. I also welcomed the words from the Minister this afternoon. Does my hon. Friend agree that there is a very similar situation with other new forms of transport, such as e-scooters and e-motorbikes? Hopefully, there can be a similar discussion about the safety issues and about balancing the need for new forms of transport against the safety of pedestrians. Perhaps he can say a few words about the need for the Government to look at that issue as their next objective in this area of transport policy.

[Simon Lightwood]

I agree with my hon. Friend. I would have liked to have seen the Government hold to their promise of delivering a comprehensive transport Bill. Things such as e-scooters need a decision one way or the other; we cannot extend the trials indefinitely.

A regulated pedicab sector can bring enormous benefits to London, as a unique zero-carbon way to travel in an equally unique, thriving part of London with a bustling night-time economy. Indeed, a sustainable pedicab industry can be in keeping with the treasured, colourful, unique character of the west end, while also ensuring that regulations are in place to keep passengers safe.

I am pleased that the Bill has reached this Chamber in a much improved state, thanks to the hard work of colleagues in the other place, notably Labour lords. In particular, we welcome that the Government have conceded on ensuring that the power to regulate is entirely devolved to Transport for London, rather than the time-consuming and unnecessary step of requiring parliamentary approval. Such a requirement would have been anomalous compared with TfL’s wider powers on private hire regulations, or indeed with other combined authority’s regulatory powers. For that reason, we welcome the Government’s removal of subsection (2) of clause 6 and the insertion of clause 7 on guidance from the Secretary of State instead.

Additionally, we warmly welcome the Government’s decision to amend clause 2, to make provision for regulation on noise nuisance, which is a key concern that stakeholders have been raising for years. That being said, as positive as the Bill is, the Government have taken far too long to get to this point. Transport for London, Westminster City Council, the Local Government Association and various night-time economy trade associations have been calling for action on pedicabs for years. And for years, the Government repeatedly promised action, with private Members’ Bills even being proposed on the same topic by Government MPs. The reality is that this legislation is desperately overdue and should have been part of a much more comprehensive transport Bill. Local councils, industry bodies and manufacturers alike are crying out for clarity from the Government on e-scooter and e-bike regulations, for instance, but the Government seem to refuse to take this opportunity to make progress in this area.

None the less, the Bill is important in its own terms, and I am pleased that TfL’s power to regulate on this issue will be on the statute books in due course. A key issue that many stakeholders, including the Licensed Taxi Drivers Association and Transport for London, have raised is making pedicab operators eligible for enhanced Disclosure and Barring Service checks in line with taxi and private hire drivers. I know that that was raised by several colleagues in the other place, where the Minister said that the Government are looking into it. I would be grateful if the Minister could provide an update and say whether we can explore that in Committee, because this is an opportunity to ensure that passenger safety is as robust as possible.

Overall, this is a much-needed but desperately overdue Bill. I look forward to working with the Minister and other colleagues as the Bill progresses.

Buses: Funding

Matt Rodda Excerpts

Wednesday 17th May 2023 Commons Chamber

[Mr Holden]

I thank my hon. Friend for his question and the charming way in which he put it. I was delighted to visit Warrington with him recently, and I will continue to work with him to press the local council to get on with the job and deliver for the people of Warrington, just like he does every day.

[Matt Rodda (Reading East) (Lab)]

Council-owned bus companies such as Reading Buses provide award-winning services. That has allowed it to grow its business and offer a very high quality of service to many local residents. For example, our No. 17 bus route has a bus every seven minutes and we also have night buses. When will the Minister agree to allow more local councils to run their own bus companies, and when will he agree to more franchising?

[Mr Holden]

The hon. Gentleman asks about franchising. As I have said, I am not ideological about that, unlike the hon. Member for Sheffield, Heeley (Louise Haigh). My hon. Friend the Member for Truro and Falmouth (Cherilyn Mackrory) mentioned her fantastic bus network in Cornwall, which is run by an enhanced partnership. I understand that it is quite difficult for the Labour party not to be ideological about these things. What I would say is this: do what works for your area, just like we are doing in the north-east of England, where we are working with local operators to deliver for local people.

Seafarers’ Wages Bill [Lords]

Matt Rodda Excerpts

Monday 19th December 2022 Commons Chamber

[Matt Rodda (Reading East) (Lab)]

I am grateful for the opportunity to contribute to today’s debate. It is a pleasure to follow my right hon. Friend the Member for Hayes and Harlington (John McDonnell). I will speak in support of the points made by my hon. Friend the Member for Sheffield, Heeley (Louise Haigh) and raise an important issue about seafarers’ pensions. I commend my hon. Friend for her speech and her well-made points. Seafarers working on British vessels and providing services to British ports should be paid at least the minimum wage; I hope that those highly skilled workers, who carry out difficult and dangerous work, would be paid well above that basic minimum.

I take this opportunity to raise an important issue about seafarers being treated properly by their employers. As the House will know, I have been raising the issue of the outstanding £146 million debt owed to the merchant navy ratings pension scheme by P&O Ferries and ultimately by its parent company DP World. This important issue affects thousands of P&O workers and pensioners as well as seafarers across the maritime industry, who are members of the same industry-wide pension fund.

The sad fact is that, despite repeated requests and years of waiting, DP World has still not paid the money it owes. That is despite the precedent it set by paying debts it owed to the merchant navy officers pension scheme and the precedent P&O Ferries set by making additional voluntary contributions to the merchant navy ratings pension fund before P&O Ferries was taken over by DP World in 2006. To make matters worse, DP World seems to have the money that it owes to the pension scheme, as it spent a similar sum on sponsoring an international golf tournament—in fact, it spent more on the golf tournament, which cost it about £147 million to sponsor.

The debt to the scheme needs to be paid, and pension schemes such as the merchant navy ratings pension fund need to be properly supported. Scheme members and employers deserve to be reassured about their pensions and the future of the scheme. The scheme has about 14,000 members and a large number of employers contribute as well as P&O Ferries. Those employers range from relatively small shipping firms to large Government organisations, including the Royal Fleet Auxiliary and the British Antarctic Survey. Because the merchant navy ratings pension scheme is a “last man standing” pension scheme, other employers could in theory be asked to cover the cost if an employer left the scheme. It would be wrong for there to be a risk, however distant, of the taxpayer or other employers having to pay that unpaid debt.

As we have heard, DP World is taking part in the Government’s freeport scheme, so there seems to be a more immediate risk that taxpayers could indirectly subsidise or support an employer that is not fulfilling its obligations. It is important that schemes are protected and treated properly by their members, and confidence in pension schemes needs to be maintained at a high level. I am sure that P&O and DP World do not intend to be seen as the Scrooges of the shipping industry, so I ask them to look into the matter urgently and think again. I hope that they will now provide the funding and financial reassurance needed. They should do the right thing this Christmas for pensioners, workers and fellow employers. I ask the Minister to encourage them and, if necessary, to take further action to ensure that they do that.

High Speed Rail (Crewe - Manchester) Bill

Matt Rodda Excerpts

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.

--- Later in debate ---

[Dr James Davies (Vale of Clwyd) (Con)]

It is a pleasure to speak on the Bill’s Second Reading and to follow my hon. Friend the Member for Heywood and Middleton (Chris Clarkson). It goes without saying that improving connectivity across the whole UK is fundamental to the Government’s levelling-up agenda. HS2 can promote growth across the country, open up new employment opportunities and enable more efficient travel for millions, all while supporting net zero by 2050.

Even the most ardent supporters of HS2 must accept that it does not command ringing endorsement from all quarters. Many of my constituents, understandably, question its cost in particular. Personally, however, I believe that a 21st-century Britain needs a modern rail link such as is proposed. We have fallen behind our continental neighbours, making do with dated infrastructure.

The overriding reason for the development of HS2 has not been reducing journey times to and from London, but creating much-needed new capacity on a crowded network. That is important for all of us, but from the perspective of north Wales, this national infrastructure project can do more. First, in combination with Northern Powerhouse Rail, it can much improve our connections to the cities of Manchester and Liverpool and their airports, as well as beyond.

Secondly, the project can and must prompt investment in the north Wales coast main line to Crewe and Warrington. Electrifying and upgrading the north Wales main line in the manner proposed by Sir Peter Hendy in his Union connectivity review would result in fit-for-purpose regional connections and could allow through-running of HS2 trains, both southbound and northbound. All this would be transformative. It is a No. 1 priority for regional MPs and for the all-party parliamentary group on Mersey Dee North Wales, which I chair.

[Matt Rodda]

One of the things that so excite me about Crossrail is that local authorities and businesses are already thinking about the next stage—about spurs off it, other uses and so on. It is wonderful to hear that the hon. Member and his colleagues are thinking about taking HS2 along the coast into north Wales. I wish him well.

[Dr Davies]

I thank the hon. Member for that intervention. A huge amount of work has certainly been done with the campaign organisation Growth Track 360, which is looking at that. There is an amazing graphical interpretation to be found online of how it might look, with the train passing Conwy castle; it was developed by a Ukrainian, in fact. It is fantastic.

Today, Manchester and Liverpool can be reached in just over an hour by road, on average, from Rhyl in my constituency. In comparison, existing rail services take about two hours, yet a similar distance by rail in the south-east of this country takes as little as 40 minutes.

--- Later in debate ---

[Mr Dhesi]

With the leave of the House, I will close this HS2 debate on behalf of Her Majesty’s official Opposition. I am sincerely grateful to all hon. Members who have contributed today and made eloquent points. They have sometimes opposed one another, but they have been eloquent on behalf of their constituents.

The hon. Members for Stone (Sir William Cash) and for Buckingham (Greg Smith) and the right hon. Member for Tatton (Esther McVey) spoke eloquently in opposition to High Speed 2. They spoke about the need for consultation and for more reliable and better local transport links. It is right that they did so on behalf of their constituents, who are vociferously opposed to the high speed link.

I thank the hon. Member for Crewe and Nantwich (Dr Mullan), who spoke in favour of High Speed 2 and about the huge benefits for his constituents and the increased number of engineering and other jobs available. I also thank the hon. Member for Heywood and Middleton (Chris Clarkson), who rightly said that it is not about speed, but about capacity, and that it will help to bridge the north-south divide.

The hon. Member for Vale of Clwyd (Dr Davies) spoke about the need for electrification of north-west rail lines and the need to improve east-to-west connectivity with HS2, because that is the only way his constituents and many others in Wales can benefit from HS2. He also spoke about the need finally to publish the rail network enhancements pipeline, and I hope that the Minister was listening. That is in addition to the various written parliamentary questions that I have written to him about that.

The hon. Member for High Peak (Robert Largan) also spoke in favour of HS2, and about the lack of capacity in the Manchester corridor and the need to improve that. The hon. Member for Leigh (James Grundy) welcomed the scrapping of the Golborne link, as did the hon. Member for Warrington South (Andy Carter). Indeed, I know from my hon. Friend the Member for Warrington North (Charlotte Nichols) speaking to me that there is a lot of cross-party support for that in their area, although there is not consensus, as we will soon find out, given the amendments put forward by my hon. Friend the Member for Makerfield (Yvonne Fovargue).

My hon. Friend the Member for Denton and Reddish (Andrew Gwynne) spoke extremely passionately about the need to get on with High Speed 2, and about the need to free up and increase local transport links and increase rail freight. He spoke at length about Manchester Piccadilly station, as did other Manchester colleagues. I ask the Minister to look again at the proposals, particularly with reference to the blight that they would inflict on Manchester and the growth opportunities that would be forgone as a consequence.

My right hon. Friend the Member for Ashton-under-Lyne (Angela Rayner) has spoken to me on various occasions about her opposition to the closing of the tram Metrolink for two years. That is completely unacceptable, as my hon. Friend the Member for Denton and Reddish also referred to. We need to rethink this proposal, rather than fob off local residents, particularly those in Tameside and the east Manchester conurbation.

My hon. Friend the Member for Reading East (Matt Rodda) spoke about the need to look on this as a national infrastructure priority for all of us, and he also dwelled on the need to learn lessons from the incredible Crossrail project. He spoke about the need to catch up with our European neighbours and those in other parts of the world on high-speed rail.

My hon. Friend the Member for Weaver Vale (Mike Amesbury) made numerous interventions in the debate and, collated together, they would have more than sufficed to make a speech. He spoke eloquently about the need to get basics right. It is important, in particular, to solve issues such as the collapsed station roof in his constituency as well as the local transport links before we embark on further major infrastructure projects.

I appreciate that, across the House, this Bill can be very divisive, but what is not controversial is wanting to see solid and fair investment across our communities, which I know the whole House can stand behind. I support investment in our great northern and midlands towns and cities, but I cannot in good faith say that, as it stands, this Bill delivers the right infrastructure to long-suffering passengers. I want to see real ambition from Ministers and Government, but, sadly, all I see is broken promises and excuses. While we should be building a shiny new future for rail, we have, unfortunately, already started on the wrong foot. As we progress through the passing of this Bill, we need to see better, and I hope that the rail Minister has made note of the important contributions today.

The good people of our country deserve better—much better—and we in the Labour party will continue to press Ministers throughout the passage of this Bill on key areas. For example, we will look for: a commitment to Northern Powerhouse Rail being delivered rather than seeing promises reneged upon; a solution to Manchester Piccadilly station that minimises disruption and enables future connectivity to Bradford and Leeds; a solution for the Ashton Metrolink rather than fobbing off local MPs and residents; and for capacity constraints on the west coast main line to be addressed, as referenced by my hon. Friend the Member for City of Chester (Christian Matheson), allowing for improved connections to Scotland from the north of England. If the Golborne link is also not to be taken forward, any funding saved should be reinvested in local transport projects.

The people of our country deserve a Government who are serious about improving our transport network no matter where one lives or works. We need not just an improvement in route planning and engagement with local leaders and communities but better procurement and employment opportunities for the Great British people. I stand committed to ensuring that people across our country see the benefit of the project in jobs and opportunities, especially having seen the talented young apprentices and engineers during my recent visit to the HS2 Old Oak Common station organised by the all-party parliamentary group for women in transport. We simply cannot stand by when, for example, only one UK-based firm has been shortlisted for £2.5 billion-worth of track and tunnel systems. We must ensure that the bidding process for HS2 contracts takes a holistic approach, looking at the net economic benefit of proposals and the companies who complete them. Labour would ensure that more public contracts went to British companies, from small construction businesses to national corporations. Buying, making and selling more in Britain benefits us all.

[Matt Rodda]

My hon. Friend is making an excellent point. Does he agree that railway towns across the country, whether in the north, the south, the midlands, Wales or Scotland, would all benefit from such strategic procurement and that it is incumbent on the Government to look at exactly what he talks about?

[Mr Dhesi]

I fully agree. Indeed, those benefits should not come at a disproportionate financial cost. HS2 should ensure value for money for taxpayers. In 2020, the National Audit Office noted that HS2 was over budget and behind schedule due to an underestimation of its complexity and risk by the Department for Transport, HS2 and the Government. Where is the leadership that the project desperately needs? It urgently needs to get back on track.

Fundamentally, the project’s potential is being missed and the only thing that Ministers have brought to the table is a lack of ambition. I hope that, as we move forward with the Bill, key areas of concern will be addressed. Promises made must be kept, including on the completion of HS2 in full. The Labour party and I will hold the Government keenly to account to ensure that that transpires.

--- Later in debate ---

[Andrew Stephenson]

I am more than happy to agree to that meeting. I am sure that the Select Committee will also want to look at all the options for Piccadilly and the proposals put forward by stakeholders. I am more than happy to meet, but I am sure that this debate will continue. Given the shortness of time, I will jump over the hon. Member’s contribution about Metrolink, but we have met several times and I am happy to continue to work with him to ensure that we deliver this in a sensible fashion.

My hon. Friend the Member for Crewe and Nantwich (Dr Mullan) made some incredibly supportive comments about the Bill. He can be especially proud that the historic railway works in his constituency will help to deliver the HS2 rolling stock contract.

I thank the hon. Member for Reading East (Matt Rodda) for his support and for speaking so eloquently in favour of more investment in rail infrastructure. We are learning lessons from Crossrail about project management and various other things; one of the first meetings that I had in the Department was with the outgoing chairman of Crossrail.

[Matt Rodda]

Will the Minister meet me and other Berkshire and west London MPs to look at local issues relating to Old Oak Common, the western rail link and other matters in our area?

[Andrew Stephenson]

I am very happy to commit to that meeting. We have to continue to learn lessons from Crossrail and other major transport investments.

My hon. Friend the Member for Heywood and Middleton made some great comments about focusing on capacity, and about the benefits that will come from doubling the capacity between Manchester and London. I welcome his support for removing Golborne from the Bill.

My hon. Friend the Member for Vale of Clwyd (Dr Davies) spoke about the benefits to Wales, particularly north Wales, and about Growth Track 360. I can tell him that we hope that RNEP will be published soon, and that the response to the Union connectivity review will be published soon. I am happy to continue to work with him on all the issues.

My hon. Friend the Member for Buckingham (Greg Smith) has been a consistent opponent of HS2 and has spent a huge amount of his time raising his constituents’ concerns. I thank him again for the time that he took to raise those issues directly with me when I visited his constituency. I am keen to follow up on many of the issues that he raised today. I am also pleased that the new residents’ commissioner, Stewart Jackson, recently visited my hon. Friend’s seat.

My hon. Friend the Member for High Peak spoke about the need to focus on long-term investment. He is completely right: we must not underestimate the importance of freight. HS2 will free up existing rail lines to deliver greater freight capacity across the country.

My hon. Friend the Member for Leigh (James Grundy) has without doubt been the strongest opponent of the Golborne link over many years. I pay tribute to his campaigning work on the issue. Given his support for the action that we have taken to remove the Golborne link from the Bill, I hope that he will support the Bill’s Second Reading tonight.

My hon. Friend the Member for Warrington South (Andy Carter) talked about the benefits to Warrington of the £96 billion integrated rail plan. It is important to remind the House that that is the biggest ever Government investment in our railways. I also thank him for his support for removing the Golborne link from the Bill.

I am very proud to have been born in Manchester, and I am very proud of the railway history of Manchester. Almost two centuries ago, the first train locomotive ran from Manchester. We have come a long way since those days of the early steam trains. It is only right that now, 193 years later, we make progress to bring high-speed rail to the people of that great city.

Through the Bill, we will strengthen the connectivity between Manchester and Birmingham, more than halving the time by rail. Capacity will be increased, improving journey times on rail routes across the north. Above all, the Bill will bring prosperity and growth to the north, helping to deliver our commitment to level up the country. I commend it to the House.

Question put, That the Bill be now read a Second time.