High Speed Rail (Crewe - Manchester) Bill

William Cash Excerpts

2nd reading
Monday 20th June 2022 Commons Chamber

[Wendy Morton]

I am aware that my hon. Friend the Minister of State recently visited Eddisbury. The Crewe North rolling stock depot will support the scheme’s operation, and alternative options for its location were considered and discounted as unsuitable because of their location, size or lack of connection to the existing network.

My hon. Friend the Member for Eddisbury (Edward Timpson) mentions Cheshire’s special environmental conditions, including its salt. HS2 Ltd has taken the special geological conditions in this part of Cheshire into account, and the design of the scheme has been informed by a wide range of information, including from British Geological Survey maps and surveys, salt extraction operators and local action groups.

As I said, the Bill will have all the normal public Bill stages and an additional stage for a specially appointed Select Committee to consider its private aspects. If the Bill is given a Second Reading, we will commit it to that Select Committee today. In doing so, we will ask the Select Committee to look at the detail of the route and make decisions on the evidence put before it. This process allows for changes to the railway design to take into account the needs of local communities. It also allows for improvements to be made where new information has come to light, hence my comments about the Golborne link, to which I now wish to move on.

That section of the line runs from a junction at Hoo Green to the west coast main line south of Wigan. Sir Peter Hendy’s Union connectivity review made it clear that the Golborne link “does not resolve all” the current constraint issues between Crewe and Preston. It recommended that we review alternative options for this section of the line. We have therefore announced our intention to remove the Golborne link from this Bill, so that we can get on with the important work of finding the best solution to deliver the most benefits for passengers, while also ensuring value for the taxpayer. HS2 services to Scotland are not in question; they will continue to serve Wigan and Preston, as well as Lancaster, Cumbria and Scotland. The options to be considered are those that could be delivered within the £96 billion integrated rail plan envelope. So whether to remove this section of track from the Bill is a decision for the House here today. There is a motion that instructs the hybrid Bill Select Committee on the scope of the scheme. I am sure that hon. Members will agree that it is important that we take the time to ensure that every aspect of HS2 is right for this country, so I urge them to support that motion while we consider the options, which will allow the Government to get on with bringing HS2, and faster, greener and more reliable train services, to Manchester as soon as we can.

Of course, the way in which the Government engage with those impacted by the construction of HS2 is vital. Those living along the line of the route may see nothing good in this Bill for them, especially where it directly affects their homes or businesses. That is why the Government appointed my hon. Friend the Member for Pendle to be HS2 Minister and why so much hard work is being done to try to reach all of the communities affected. HS2 Ltd has run in-person events in community hubs up and down the route, telling people about the Bill. In fact, an in-person event is taking place right now in Greater Manchester. These events are telling people about the environmental statement that accompanied the Bill and about the property compensation schemes accompanying this railway, which go above and beyond the statutory framework. HS2 Ltd has run webinars online for those not wanting to attend an in-person event. There is a 24/7 helpline available; it is a freephone number and it is open every day of the year. People can email HS2 Ltd with their queries. For those who need extra help, HS2 Ltd can offer one-to-one appointments. I recognise that some will never support the project, but if people cannot get behind the railway itself, perhaps they can get behind some of the legacy benefits it will bring, which I have spoken about at length here today.

[Sir William Cash (Stone) (Con)]

I would be amiss if I did not point out that in my constituency, where HS2 is proposed to go from top to bottom, the experience of consultation, communication and the manner in which it has been handled has been deplorable. My right hon. Friend the late Cheryl Gillan had exactly the same experience in Chesham and Amersham. I strongly recommend that the Minister takes account of the fact that we lost the by-election in very similar circumstances to what will happen elsewhere in other parts of the country as this matter progresses without the degree of consultation that is really required. I have to put that on the record.

[Wendy Morton]

I am grateful to my hon. Friend for raising that issue this evening. I can understand why he would want to place his views on the record in this debate, but I know that the HS2 Minister is clear that we continue to listen as we go through this process. That is why I was keen to set out the ways in which HS2 Ltd continues to engage.

Today, I am asking the House to support the next major step in building a national high-speed rail network. But the question for us to answer today is not whether this railway should go ahead, it is: how can this project ensure maximum benefits for as many people and as many businesses as possible, long into the future? That is what this Bill will deliver, and that is what I am asking Members to support. The Bill is not only transforming rail services in the north-west and vastly improving the passenger experience, but providing the foundations for new east-west services on the Northern Powerhouse Rail network and levelling up communities across the north and the midlands that have been poorly served by transport for too long. I commend this Bill to the House.

--- Later in debate ---

[Mr Dhesi]

My hon. Friend is a doughty champion for his constituents and he has made that point in the House on several occasions when we have faced such significant cuts to services. As a country, we cannot invest in rail if we are in the process, because of this Government, of slashing services, including to Chester.

[Sir William Cash]

I am listening with great interest to what the hon. Gentleman is saying, as I did to the Minister. On the question of the financing, I happened to be sitting on the train from Euston to the midlands the other day. A gentleman to my left knew who I was and said, “I’m actually involved in the HS2 project.” I said, “That’s very interesting indeed.” Then he said, “By the way, I think you have been complaining about the vast overspend.” I said, “Yes, I have.” He then said to me, “Well, I know a great deal about it and it won’t cost less than £150 billion—you do know that, don’t you?” Does the hon. Gentleman—or, for that matter, the Government —understand that this white elephant, such as it is, is costing the British people an arm and a leg and is obsolete already?

[Mr Dhesi]

I thank the hon. Gentleman for making that point. I hope he has furnished the rail Minister with those figures and that that is not merely an anecdote, because it is important that the cost of the project does not balloon. If whistleblowers are to be believed, the cost is rising. That is why the Labour party has consistently called for the management of the budget, and the Chair of the Public Accounts Committee, my hon. Friend the Member for Hackney South and Shoreditch (Dame Meg Hillier), has done a great deal of work on that.

When it comes to rail, there is sadly a theme of mismanagement, broken promises and missed opportunities. That prompts the question: what is the point of having major infrastructure projects if the Secretary of State is intent on presiding over the managed decline of our railways?

Let me turn to the national Tory rail strike—[Interruption.] I know Conservative Members like that. It is not too late for the Secretary of State for Transport to prevent the national rail strike. We do not want to see strikes. The only people in the country who are frothing at the mouth with excitement at the prospect of strikes are sitting on the Government Benches, because this is a strike cooked up by the Cabinet and driven by Downing Street. Ministers are relishing the prospect of division—anything to distract and take the focus away from their own incompetence, law breaking and infighting.

The Secretary of State should be picking up the phone and convening talks, not throwing petrol on the fire. If I, as the shadow rail Minister, was able to organise and attend separate meetings with the Network Rail chief executive Andrew Haines in his office last month, and with the RMT general secretary Mick Lynch today, why can the Secretary of State not do likewise?

The Secretary of State’s handling of this crisis certainly does not bode well for the successful delivery of the largest infrastructure project in Europe. He seems far more focused on harming industrial relations and gunning for a strike than on showing leadership and doing what is best for passengers, rail workers and the industry, so Members should forgive my cynicism when it comes to the Government’s management of this significant project.

Sadly, it seems like the Government are simply not up to the job. They overpromise and underdeliver. For a decade or more, we have been listening to Conservative Transport Secretaries extolling the virtues of HS2 and then reneging on their pledges. In their 2017 election manifesto, the Conservatives promised to

“continue our programme of strategic national investments, including High Speed 2”.

Their 2019 manifesto said:

“Now is the time to invest in Northern Powerhouse Rail”.

They say one thing before a general election and break their promises as soon as the votes are counted.

The cancellation of the eastern leg of HS2 is indeed a betrayal of the north. Upgrades to Leeds station have been scrapped; a new station at Bradford has been scrapped; electrification from Selby to Hull has been scrapped; and extra capacity on the Cumbrian coast line has been scrapped. What have the Secretary of State and this Government got against the north of England? Spending on transport in the north is half the spending for transport in London, and the Government are cutting Transport for the North’s budget by 20%. What an absolute mess.

--- Later in debate ---

[Sir William Cash (Stone) (Con)]

The hon. Member for Slough (Mr Dhesi) had the brass neck to refer to this strike as a Tory rail strike. I have never seen a rail strike more inspired by the Labour party than any other policy that I have heard of in the last generation.

The Minister will be very well aware of my long-standing reservations about HS2—I have made my point on this already today—and of why I am convinced that the project, as currently proposed, has no chance of achieving the objectives that the Government have set for it in terms of creating improved rail connectivity, increased capacity on the west coast main line, real economic prosperity and value for the many billions of pounds being spent on it.

I am also profoundly disturbed and deeply disappointed that the Government have failed to revisit the collapsing economic case for this project in the light of changing travelling and working practices following the covid pandemic, and to cancel the HS2 project, or at least everything north of Birmingham, in favour of targeting public transport investment to the areas of the country that really need it. Only yesterday, I heard the Secretary of State say, in relation to this rail strike, that fewer people will be using rail because of the amount time that is spent on Zoom calls and because of the changes in business practices. That is an important and relevant point.

I am also dismayed about the haste at which the Phase 2b Bill is being brought before the House for its Second Reading, especially as it has only just been announced that the project will be subject to 20 substantive amendments, including the removal of the Golborne link. My concern is that these changes should be the subject of formal consultation. The public are entitled to be granted sufficient time to formally respond in writing before Second Reading and before the formal petitioning process begins.

I ask the Minister to take the opportunity of making better use of the public investment given to the HS2 project by ensuring that the company responsible for it, together with his departmental officials, adopt the best possible and most cost-effective engineering design solutions for the project. Sadly, from experience, I know that that is not proving to be the case, as HS2 management and Department for Transport officials seem unwilling to fulfil the commitments that the Minister has made to me and my constituents. They are therefore frustrating the promised independent and impartial review of our proposals for an alternative railhead and maintenance base to replace the unworkable and calamitous proposals that HS2 seems hell-bent on imposing on Stone, my constituency, and nearby communities.

Incontrovertible evidence has been compiled by my constituents to demonstrate that their alternative solution would remove tens of thousands of HS2’s construction lorries from the local road network in Staffordshire, North Shropshire and Cheshire, while also eliminating any need to construct the Ashley railhead and the two proposed Phase 2b maintenance facilities at Ashley and the Crewe North rolling stock depot. Not only would my constituents’ proposals save £650 million of public money, but, were less than half of that sum to be reinvested in the reopening of an eight-mile section of the North Staffordshire railway between the west coast main line and Stoke station, it would create the best and most cost-effective levelling-up opportunity in the country.

With the Government now having confirmed their decision to remove the Golborne link from a phase 2 hybrid Bill, the capacity on the west coast main line through and to the north of Crewe station will be significantly reduced. As a consequence, phase 2b will achieve the precise opposite of what is intended. The public therefore ask, “What is the point of phase 2b?”. I have much sympathy with such viewpoints, as do my Cheshire colleagues, whose constituents’ lives will be so blighted by this project.

However, if the Government remain determined to continue with this expensive folly, let us at least get something positive out of it. The only way to do that is to ensure that Crewe station gets the full upgrade it requires to overcome the capacity constraints that will be imposed on it and on the west coast main line by HS2. That will require new platforms to be constructed on the independent lines on the western side of the station.

Combined with the reopening of the North Staffordshire railway, the improvements at Crewe station would for the first time enable multiple train services to cross the west coast main line and enable services from north Wales and the north-west to connect to north Staffordshire and Stoke-on-Trent and thereafter to link to the east midlands, Yorkshire, East Anglia and the east coast. Such a bold plan would put a huge part of the population of the north of England in direct rail contact with four international airports and create a direct freight line between Liverpool and several east coast ports, while putting both Crewe and the Potteries at the centre of this new transport and economic activity.

Finally, the Minister knows that he has an open invitation to visit my constituency and meet me and my constituents. I urge him to take up that offer as soon as possible so that we can demonstrate to him first-hand how our proposals will provide the unique short, medium and long-term levelling-up benefits that the population of my own and many other constituencies so richly deserve.

[Madam Deputy Speaker (Dame Rosie Winterton)]

I call the SNP spokesperson.