British Waterways

Meg Hillier Excerpts

Wednesday 7th July 2010 Commons Chamber

[Tristram Hunt]

I take the hon. Gentleman’s point. I bow to his superior knowledge on the specificities of that point and I agree with it. However, there was a broad concern about the control railways had over canals in the late 19th century, which led to their being run down and to a collapse in infrastructure. Tonnage levels fell, canal miles collapsed and locks crumbled.

Eventually, the tide turned. The first stirrings of preservation can perhaps best be traced back to L. T. C. Rolt’s masterpiece, “Narrow Boat”, which described a journey taken in 1939 and expressed a terrible fear that

“if the canals are left to the mercies of economists and scientific planners, before many years are past the last of them will become a weedy, stagnant ditch, and the bright boats will rot at the wharves, to live only in old men’s”—

and we should add women’s—

“memories”.

[Meg Hillier (Hackney South and Shoreditch) (Lab/Co-op)]

My hon. Friend speaks eloquently about the history of canals. Does he not agree that the Olympic legacy in east London involves a future for our waterways and that the future of British Waterways, among other bodies, is therefore very important in ensuring that the renaissance of canals continues into the next century?

[Tristram Hunt]

I absolutely agree with my hon. Friend, and I do so as I shunt towards the future and get away from the past. Having seen the Prescott sluice along the Lea valley, I know the wonders of the valley.

Unfortunately, in the mid-19th century, the Government failed to rise to the task of looking after the future of the waterways. A cash-strapped British Transport Commission could not provide the investment needed to open up the waterways and still focused on freight traffic, rather than on the leisure potential of the waterways. Only with Barbara Castle’s great Transport Act 1968 was British Waterways given a specific mandate to focus on exploiting the enjoyment potential of our rivers and canals. Since then, of course, the transformation has been dramatic. All hon. Members will have witnessed in our constituencies the transformation in water quality and amenities brought about by the new British Waterways strategy. In Stoke-on-Trent, the Caldon canal has been rescued from closure and now provides a stunning route from the urban gothic of the Potteries to the stark beauty of the Staffordshire moorlands. Indeed, we even have our very own Hanley regatta based on the canal.

By the early 2000s, some 200 miles of new and restored waterways were added to the 2,000 mile network—a faster expansion than at the height of the industrial revolution. Moreover, we now have an unprecedented 34,900 licensed boats on the network and some 11 million people visit its waters and banks every year. According to Her Majesty’s Treasury, out of the £330 million total value of inland waterways managed and owned by British Waterways, the amenity and recreational use amounts to £230 million and the use for freight £700,000—but that £700,000 is not to be sniffed at, and it was with great pleasure that we learned that Tesco has begun to move much of its wine stock by canal.

Yet a revived canal network has also proved a highly effective vehicle for some £10 billion-worth of urban regeneration. Whereas once we in this country sought to deny our industrial inland heritage, with buildings jutting up to the canal edge, offering no space for waterside walks or civic space, canals are championed today as placemakers and urban signifiers.

--- Later in debate ---

[Meg Hillier]

Does my hon. Friend, like me, tremble at the thought of the alternative to the model that he proposes—that this asset will be sold off and thereby, once and for all, be out of public control and away from where it should be, which is in the hearts of the public?

[Tristram Hunt]

I am in full agreement. We do not know what would happen were British Waterways to be privatised, in terms of fees, uses and common access, and that sense of heritage, of a past coming down to us. The worry is that the Minister has decided to take no decisions until after the forthcoming comprehensive spending review. My worry is that by the time we reach the CSR, his colleagues in the Treasury might have decided that flogging off the property portfolio was too good an opportunity to miss. We might find ourselves in the awful position of watching the Chancellor stand at the Dispatch Box and sell our national heritage down the proverbial Kent and Avon, in the classic Treasury manner of knowing the price of everything and the value of nothing.

--- Later in debate ---

[Richard Benyon]

I am conscious that this will not work unless that happens. The scale of that asset transfer is probably above my pay grade, but I am absolutely conscious that it has to be done in a way that enables the organisation to operate just as any other organisation of the type I am about to describe could. That is absolutely vital and a given.

As part of that work, we are considering including the Environment Agency’s navigations. I have an open mind on that and want to understand the pros and cons, but my initial view is that it, too, might be suitable for a civil society rather than a Government body to run. That would help to ensure that we had a coherent vision for the main inland waterways of England and Wales.

I know from meetings I have already had with waterways stakeholders that they have concerns, which they have expressed passionately, about two questions: what will happen to British Waterways’ property assets—the point just made by the hon. Member for Leicester South (Sir Peter Soulsby)—and can they influence decisions on the governance model of any new body? It is clear that British Waterways would need to retain its property assets for a viable civil society model. On the second issue, much work has yet to be done on the appropriate governance structure. One model is for a national charitable trust. I recently received a letter that was co-signed by a number of representative waterways bodies, including the Inland Waterways Association and the Angling Trust. The letter welcomed such a model, subject to decisions on governance arrangements and the level of ongoing Government support.

I know that there is some nervousness about the prospect of change and what it might mean for those with particular interests in the waterways.

[Meg Hillier]

I do not wish to detain the Minister, but having been a Minister seeking advice on setting up social enterprise mutuals and the like, I would caution him to be alert to any advice that he might receive from within the civil service about setting up a mutual. I would also ask him where else he might be seeking advice from, because it is important that any model be properly drawn up.

[Richard Benyon]

I am grateful to the hon. Lady, who is absolutely right. It is vital that we are extremely careful to ensure that we receive the best advice and get the correct model. I can assure her that officials in my Department are working hard on the issue and are committed to it, although we shall have a difficult time ahead with the comprehensive spending review, which I shall talk about in a moment.

We would have to have a completely new board or council that would shape its own future. It would not be British Waterways by another name, but a new structure, in different hands altogether. We do not aim to impose a particular model for a new civil society body, so we will work up different options in partnership with stakeholders, through workshops, forums and other engagement mechanisms. It is vital to understand the views of all interested parties if we are to reach a successful conclusion to our work on an alternative model for the future management of our waterways. As part of that engagement, I am considering a suggestion recently made to me to include representatives from waterways user groups on the current British Waterways board. We need to be ready for the big change in culture involved in the possible move to civil society.

As the House will be aware, very tough decisions need to be made in the coming months that will affect public expenditure for the next four years. That will inevitably affect the resources available for inland waterways spend in British Waterways and the Environment Agency.

Finally, let me make it clear that I believe strongly that the inland waterways are a vibrant resource that can provide a wide range of benefits and opportunities for individuals and communities across the country. Although we may find ourselves in extremely challenging times for public investment, in the longer term, the potential of our waterways can and will be realised if we all embrace the possibilities at all levels. I believe that moving British Waterways out of Government control to civil society has the potential to make a significant and innovative contribution to the long-term sustainability and resilience of the waterways, by providing additional income and greater engagement of all users, volunteers and local communities in waterways management. We will therefore be exploring all possibilities—