Transport Infrastructure Projects: Elizabeth Line

Debate between Matt Rodda and Deirdre Costigan

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.