British Waterways

Tristram Hunt Excerpts

Wednesday 7th July 2010 Commons Chamber

[Tristram Hunt (Stoke-on-Trent Central) (Lab)]

Thank you for allowing this Adjournment debate, Mr Speaker, on the future of British Waterways. May I also thank the waterways Minister for his presence here tonight?

This topic might seem a rather limited one, of interest only to narrowboat enthusiasts, barge owners, dog walkers and lock-keepers, but it is of profound importance not only for canal-side communities in villages, market towns and cities across the country, but for the intellectual validity of this Government. For what we have before us tonight is a test case for the big society in action. That, in case you missed it, Mr Deputy Speaker, is the Conservatives’ big idea: a commitment to society, not the state, and to people power, not market dogma. My message to the Minister is very simple: we are here to help him. As he begins his grand battle with the Treasury on the future of British Waterways, I want him to know that he has my support against the plunderers and privatisers who work alongside him.

We are an inland nation as much as an island nation; a country shaped as much by our great rivers and historic canals as by our by encircling seas. Take, for instance, my own wonderful constituency of Stoke-on-Trent Central. In Simeon Shaw’s 1829 classic, “History of the Staffordshire Potteries”, he writes of how

“in the vale below Burslem, July 26, l766, the first clod was cut of the Trent and Mersey Canal, by the late Josiah Wedgwood, Esq., then recently appointed Potter to the Queen Consort of George III.”

Wedgwood’s interest in canals was driven by profit rather than pleasure. He had already petitioned this place in 1763 for a new system of turnpike roads to allow for the easy carriage of the raw materials needed for his Etruria pottery works as well as the safe delivery of his finished ceramics, but still the road network let him down. So in 1765 he personally subscribed £1,000 for a new canal to connect the Trent with the Mersey and to allow his firm to export both nationally and internationally. The great engineer James Brindley was commissioned for the task and soon his entire network of canals criss-crossed the country, with Staffordshire as their box junction.

To allow for the transport of limestone and coal into Stoke-on-Trent, a new canal was added—the Caldon canal—that stretched from Etruria up into the surrounding moorlands. All that underpinned the boom days of the Potteries. “Pro patria populoque fluit”—it flows for country and people—was the Trent and Mersey’s motto, and the money certainly flowed for Wedgwood.

No wonder the great Adam Smith felt moved to praise canals for

“diminishing the expence of carriage”,

and putting

“the remote parts of the country more nearly upon a level with those in the neighbourhood of the town”.

As a vehicle for the investment of new provincial capital flows and for easing the transport of goods, canals were an essential feature of the first industrial revolution, but by the 1840s, the canal boom had given way to railway mania. Indeed, the consequence of rapid urbanisation and industrialisation meant that the canals and waterways of Britain were soon in danger of becoming open-air sewerage systems.

In 1847, the Scottish novelist Hugh Miller described the Irwell in Salford as

“a flood of liquid manure, in which all life dies, whether animal or vegetable, and which resembles nothing in nature, except perhaps the stream thrown out in eruption by some mud-volcano.”

My old friend Friedrich Engels was equally disparaging about the state of Manchester’s Irk,

“a narrow, coal-black, foul-smelling stream...out of whose depth bubbles of miasmatic gases constantly rise and give forth a stench that is unbearable.”

Railways took over from the canals, canal companies went into liquidation or were run down by railway owners, and local authorities declined to pay for canal upkeep.

[Roger Williams (Brecon and Radnorshire) (LD)]

I understand the hon. Gentleman’s general point about railways taking over from canals, but does he accept that because the Glanusk estate refused to have the dreaded railway across their land, the Mon and Brec canal persisted for a lot longer than most canals?

[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.

[Claire Perry (Devizes) (Con)]

I am grateful to the hon. Gentleman for bringing such a fascinating topic to the Floor of the House. I am delighted to listen to the eloquent things that he says about the value that canals bring to our localities. In my case, the Kennet and Avon is the longest in-water canal in the country—if I may make that proud boast—but I submit that its restoration had much to do with the volunteer activity of the Kennet and Avon Canal Trust, plus a hefty dose of lottery money, delivered not coincidentally under the last Conservative Government. Of course, British Waterways had a part to play in that, but it is much more a reflection of the local love, enthusiasm and energy that the volunteers in my constituency feel for such an important asset.

[Tristram Hunt]

I am in full agreement with the hon. Lady. The wonder of canals is the civil society, the volunteering and the ethos around them. I was a trustee of the Heritage Lottery Fund in a previous life and followed with interest the Kennet and Avon’s progress. We have seen in all sorts of communities along the Kennet and Avon the regeneration aspects brought by canals.

[Sir Peter Soulsby (Leicester South) (Lab)]

I congratulate my hon. Friend on bringing this important issue before the House. Does he agree that British Waterways has had most success in promoting regeneration when it has brought its own property, land and buildings to the table with partners and has led those partnerships, and that, if it were to lose control of that property and land and those buildings, it would be very much enfeebled in its ability to promote regeneration?

[Tristram Hunt]

I am in full agreement with my hon. Friend, who brings me to the dark spectre of Her Majesty’s Treasury, which is where we fear that forces are at work that want to access that property in not the most progressive manner. The capacity of British Waterways to use volunteering, to bring in all sorts of other funders and to have that property asset inspires regeneration.

[Alun Michael (Cardiff South and Penarth) (Lab/Co-op)]

I am grateful to my hon. Friend for the way in which he is introducing the debate. As a former waterways Minister, may I tell him that what is striking is the nature of the cross-party consensus in respect not only of canals as a vital part of our heritage, which he has illustrated so well, but of their importance to tourism, regeneration and the environment? Will he invite the Minister to embrace the proposal made in the last Parliament to create a national trust for canals, to secure their long-term future and viability, using the assets to which he refers for the benefit of the long-term future of the canal network and therefore balancing the strengths of the system with the resources to deal with the repair and maintenance requirements, without which the canals will not be much of a heritage for long?

[Tristram Hunt]

I am in full agreement. First, I would like to say what the Minister should not do, which is listen to the Adam Smith Institute, which is keen to privatise British Waterways, and in the process hopes to realise £400 million—a rather low price, I think, for the centuries of heritage as well as the property assets.

There is no doubt, however, that a change in governance is needed. Currently, the nation is underspending by around £30 million a year on its waterways, and, in the words of the British Waterways chairman,

“without the required spend on canal maintenance and repairs the overall physical state of Britain’s waterways will once again go into decline.”

As my right hon. Friend makes clear, the Labour party fought the last general election on precisely that message of reform.

In December 2009, the then Government published details of its asset portfolio and promised

“to consider alternative models for the British Waterways business as a whole, such as mutual or third sector structures.”

That is what my right hon. Friend has described as the National Trust model, whereby British Waterways’ property endowment will be placed in a charity-locked mechanism to fund future maintenance. But this means more than just establishing an effective financial footing. It also means mutualising the governance system by extending democratic control to waterway licence holders, employees, volunteers, partner organisations such as local charities and the lottery, as well as members of the general public. That third sector model will give energy, activism and public buy-in to the sector. We in the Labour movement call it the co-operative principle.

So it was with great delight that I read in the coalition agreement that the Government

“will support the creation and expansion of mutuals, co-operatives, charities and social enterprises, and enable these groups to have much greater involvement in the running of public services.”

I was equally impressed by the Minister’s statement on 21 June where he highlighted the role of civil society in creating what the Government call the big society, and his commitment to look at a third sector model for the future of the waterways.

[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.

[Chris Heaton-Harris (Daventry) (Con)]

In my constituency, I have a huge swathe of the Grand Union canal, with fantastic marinas such as Braunston and a huge interest of the populace, who spend much of their leisure time around the canals. Given the hon. Gentleman’s analogy that the dark spectre of the Treasury is lurking all around, will he remember that in the dark days of the last Labour Government, when European fines were levied on the Government, money was moved away from the British Waterways budget into other areas to cope with that funding black hole? I would like to think that there is definitely cross-party agreement on the idea of mutualisation in the future.

[Tristram Hunt]

The hon. Gentleman confirms the point that the traditional model of funding is really no longer credible, not least under this Government’s rather aggressive approach to the public finances.

I agree with the hon. Gentleman that we are in some form of agreement, and that is why we have come together this evening to support the Minister in his lonely pilgrim’s progress against the big beasts of Whitehall. He might call it the big society, we might call it the co-operative spirit, but what we must seek to establish is a modern national trust for British Waterways, and a financially secure, democratic and sustainable future for the inland waterways that made our wealth and now help to shape our national identity.