High Speed Rail (Crewe - Manchester) Bill (Instruction) (No. 3)

William Cash Excerpts

Tuesday 21st May 2024 Commons Chamber

[Huw Merriman]

The motion instructs the High Speed Rail (Crewe – Manchester) Bill Select Committee to resume its work of scrutinising the Bill. To put it simply, the Bill was always going to cover the 15 miles that form the key backbone of Northern Powerhouse Rail, and the motion asks the Committee to continue its work of scrutinising the Bill to deliver this first section of the Liverpool to Manchester railway—the 15-mile section between Manchester Piccadilly station and the parish of Millington and Rostherne in Cheshire.

The motion also requests that the Committee remove the sections of railway south of Millington, which were only required to deliver the now cancelled elements of High Speed 2. Members and constituents who have expressed concerns about the impact of this 15-mile stretch of railway on their property and livelihoods will be able to have their petitions heard. It is therefore crucial that the Select Committee continues its work.

Turning to the detail, on 4 October 2023 the Government announced Network North, a transformative transport infrastructure plan that will see £36 billion invested in hundreds of transport projects across the country. Every region is set to receive the same or more transport investment as they would have under previous plans in transport projects—projects that matter the most to communities up and down the country. At the same time, the Government confirmed an additional £12 billion of investment to enable Northern Powerhouse Rail to proceed to better connect Liverpool and Manchester.

The change before the House is a crucial part of the Government’s Network North strategy, allowing us to invest the money put aside for HS2 in projects that will transform transport within the region. Specifically on Northern Powerhouse Rail, this allows us to deliver it in full, bringing in Bradford and Hull. Network North will radically improve travel between and within our cities and towns and around the local areas, benefiting more people, in more places and more quickly than in previous plans.

I would like to take this opportunity to thank all the members of the Select Committee for their hard work up to this point. It is no small task that has been put before them, and they have all worked with a vigour that is to be admired, even if some of the work had to be paused while the Government refocused this agenda.

[Sir William Cash (Stone) (Con)]

As is well known, I have been opposed to the HS2 project since its inception, which goes back about 10 years or so. The Minister is giving us a bit of a eulogy about what is being done, and I am very glad that HS2 has been substantially changed and will not go beyond Birmingham. The question I put to the Minister is this: is an instruction the right way to go? Doing so in effect bypasses the Standing Orders, and it puts my constituents and those of my right hon. Friend the Member for South Staffordshire (Sir Gavin Williamson) and my hon. Friend the Member for Stoke-on-Trent South (Jack Brereton) in an invidious position, to say the very least. I will come on to that later, if I may, but will he answer my question, please?

[Huw Merriman]

I had not really started the eulogy yet, but I do believe this is the right vehicle. The Select Committee on the Bill had already been set up, and it was set up to look at not just HS2 phase 2b, but Northern Powerhouse Rail. It was always on that basis that it was formed, so it makes sense to repurpose the Committee to allow it to continue to work on the one aspect that continues, and to take out the other aspects of HS2 phase 2b, which of course is no longer continuing.

I also want to mention my hon. Friend the Member for Brigg and Goole (Andrew Percy), who has been a diligent, conscientious and highly effective Committee Chair over the past year and a half. I know he will be looking forward to getting back to the task, as will the other Committee members.

--- Later in debate ---

[Sir William Cash]

The question the Minister referred to is one of additional provisions. The real question—this is a technical question and not good for an intervention—and the bottom line is that additional provisions can be petitioned against. The manner in which the motion is constructed will effectively greatly inhibit, and/or completely prevent, additional provisions from being pursued by petitioners, both in the constituency affected by the Bill, and also for my constituents, who are affected by the fact that the two sections, from Birmingham to Crewe and from Crewe to Manchester, are interconnected. There is a vast amount of concern in my constituency about this issue.

[Huw Merriman]

To be clear, I give a commitment that HS2 will not be going through my hon. Friend’s constituency, and therefore any petitions that were going to be relevant should lapse. This is a matter for the Bill Committee, but that would be the logical extension. Any petitions already made on this 15-mile stretch, which will continue to be within the remit because it continues to be the preferred route, will be heard by the Committee if this motion is passed. If there are amendments, such as from an environmental statement or any that I may propose, that reopens the window for petitions. On that basis, if there is anything new a petition can be made, but if there is not, the petition should already be in. I feel that is the right outcome.

I shall make some more progress. As my right hon. Friend the Member for Aldridge-Brownhills (Wendy Morton) made clear on Second Reading, and as I have mentioned, part of the Bill’s original purpose was always to deliver this section of Northern Powerhouse Rail, the first half of the line between Manchester and Liverpool. Following today’s motion, the Committee will be able to go back to considering petitions from people and organisations still affected by the scheme. The Committee will also assess any changes to the Bill that I may bring forward to adapt it to deliver Northern Powerhouse Rail.

The proposed changes to the Bill will, quite rightly, prompt a new environmental assessment that will consider how any new element in the scheme will affect local areas. Where possible, I will use this as an opportunity to further reduce the construction impacts on communities, and the changes will be provided to the House in the usual way. Although this is a rather technical motion, holding this debate demonstrates good progress in developing the Government’s long-held ambition to improve connectivity between Liverpool and Manchester.

--- Later in debate ---

[Jack Brereton (Stoke-on-Trent South) (Con)]

I must say that the motion before the House is quite bizarre. Now that the hybrid HS2 Bill has been adapted to supposedly deliver Northern Powerhouse Rail, we are asking the Select Committee on the High Speed Rail (Crewe – Manchester) Bill to agree a Bill for a railway that ends in a field, with no connection to the rest of the rail network. This is effectively a railway to nowhere. The motion and the adaption of the hybrid Bill will not facilitate a functioning railway until a connection is established to the rail network at Latchford in Warrington. The Department for Transport is presuming that the remainder of the line will be approved through a completely separate planning process, but does not say what that process is and when it will be brought forward. That is a massive departure from what was experienced in phase 1 or even phase 2, in which a whole corridor approach was considered, with clear connections possible, in each phase, to the existing network. It is totally flawed to segment NPR in the way proposed, rather than looking at the whole corridor, or even a whole phase or section. The proposal does not even properly consider what could be thought of as the NPR core route. The House should not be asked to approve something that will not deliver a functioning piece of infrastructure.

[Sir William Cash]

The instruction states:

“The Committee shall, before concluding its proceedings, amend the Bill by—”

and then sets out certain arrangements relating to certain aspects of the railway. It then states:

“making such amendments to the Bill as it thinks fit in consequence of the amendments made by virtue of”

the previous sub-paragraphs. The words “as it thinks fit” are an absolute carte blanche. If the railway ends in a field, it is not a railway. That is just the starting point. Have the examiners been asked to look at the Bill using the procedures for a hybrid Bill? Effectively, it will not be a Bill, when it has been treated in this way, if the instruction goes through. Should we not put forward petitions, irrespective of the constraints imposed by the instruction, to test just how much this is a matter of principle? The Bill is also constrained by the fact that Second Reading is now effectively torn up, and a new principle is being inserted into the Bill.

[Jack Brereton]

I thank my hon. Friend for those very thoughtful points. I entirely agree that the instruction is wide-ranging. It is concerning to see those sorts of powers being put forward to the Committee. It really does show the abuse of the hybrid Bill process. If any services are to use the line, the railway would have to secure much wider enhancements and additional complex infrastructure, and there is no guarantee of that being delivered. As I said, the delivery of any services on this line will depend on permission being secured for the rest of the section, and that will be approved under a completely separate planning process. The approach being taken really is totally back to front.

[Jack Brereton]

We may come to that shortly, but I am very concerned about this. Certainly, we may consider dividing on the motion.

We should focus first on properly understanding the connectivity enhancement need, and then design the infrastructure to meet that need. Instead, we already have the infrastructure design, and are trying to make it fit with the improvements that we would like for connectivity across the north, because we do not want to spend time doing this properly and restarting the hybrid Bill process. It might have made sense to use the proposed route when the track would be shared with HS2, but it does not make any sense now that phase 2 has gone. It is neither the optimal route for benefits nor the most cost-effective to deliver. I am afraid that this really is an abuse of the hybrid Bill process.

[Sir William Cash]

May I refer my hon. Friend to paragraph 3 of the motion? It states:

“The Committee shall treat the principle of the Bill, as determined by the House on…Second Reading, as comprising the matters mentioned in paragraph (4); and those matters shall accordingly not be at issue during proceedings of the Committee.”

What the motion is actually saying, surely, is that the principle of the Bill as originally passed will now be replaced by a new principle, and that any petitioner or anyone else who gets up to speak about it in any context will be told, because of an instruction by the whole House on what I could describe as the misleading basis—I am not accusing the Minister of this; I am merely commenting on the wording of the motion—that the issue cannot be put, and indeed is not to be regarded as an issue. That is a contradiction of what is clearly going on.

[Jack Brereton]

My hon. Friend has made a powerful point. That, too, illustrates the failings of the hybrid Bill process. My hon. Friend and I know about this all too well because of the abuses of the process that we have seen in Staffordshire, which really have not guarded against some of the issues and challenges to which people have been drawing attention. It brings into question the fitness of the process in its entirety, and the way in which hybrid Bills have been enacted.

This Bill was designed and set out to deliver phase 2b of HS2. It was never about NPR alone, so its original objectives were very different. To try to adapt the Bill in this way is totally flawed. It would not afford the due process that is required for the decision in question. I believe we should abandon this phase 2b Bill, and come back with a new hybrid Bill that will deliver NPR properly. We should look at the whole corridor between Liverpool and Manchester, and at areas beyond, not just at the section in the middle, which does not go anywhere. We need a Bill that is capable of delivering the whole project. We cannot just deliver a partial scheme, and expect it to magically result in capacity being released to enable the promised enhancement of services.

There are constraints along the whole route. What about the complexities of crossing the M56, the M6 and the Manchester ship canal to connect with the rail network at Latchford, east of Warrington Bank Quay? What about the enhancements that will be needed between Warrington and Liverpool, including the upgrading of the Fiddlers Ferry line to facilitate services, and what about the capacity improvements that are needed at Liverpool Lime Street station? All these issues need far more detailed consideration and focus, as well as a proper process for approval—and we have not even mentioned how all this will be delivered within a tight £12 billion budget envelope; it is more likely to cost more than £16 billion. As for the point raised by the hon. Member for Preston (Sir Mark Hendrick) about connecting with the west coast main line, I am afraid that that will not be possible because of the challenges presented in the Warrington area; the Arpley chord cannot provide a connection with the west coast main line to serve west coast stations north of Warrington.

One might ask why we in Staffordshire are so interested in these matters. It is because we fear those who are seeking to reignite phase 2 of HS2 and all the horrors that it was set to wreak on our fine county. People in Stoke-on-Trent and Staffordshire have overwhelmingly welcomed the Prime Minister’s courageous and correct decision to scrap phase 2. They want the £36 billion released to be spent on projects that will truly deliver the improvements in local transport that will help to transform their lives, and not on remote “white elephant” pet projects.

It is disappointing that the eagerness to progress the plans set out in the motion has not been mirrored in the actions to wind down site compounds, fill in the thousands of boreholes that have been left, and return land to its rightful owners across the rest of the phase 2 route. Little to no progress seems to have been made yet, and the significant costs continue to spiral, even though the project has been cancelled. People in Staffordshire communities such as Swynnerton and Yarnfield, in the constituency of my hon. Friend the Member for Stone (Sir William Cash), are still fearful, given that they have not yet seen any visible signs of unwinding. Motions like the one before us today do nothing to dispel those fears, and there are concerns that some people would like nothing better than to see phase 2 restarted. That is why I have tabled several probing amendments, because we need to know that all elements relating purely to phase 2 will be removed.

Amendment (a) would leave out the provisions relating to the entirety of phase 2b from the junction with phase 2a at Crewe to where it would have joined the line to share track with NPR—importantly, including the stub and junction for where the line would join NPR, which would otherwise remain part of the design. Clearly, following the cancellation of phase 2, the stub and junction are no longer needed, so they should be removed from the design. Removing them would help to reassure that phase 2 could not be restarted at a later stage.

--- Later in debate ---

[Graham Stringer]

I am grateful to my hon. Friend for his very long intervention. He is obviously right. Cheryl Gillan did a fantastic job.She was opposed to HS2, and she increased the costs enormously by getting tunnels built under the hills in her constituency.

Another way of looking at the economic nonsense we have had from this Government is that we do not have a high-speed route for the nation; we have an extension of the London underground. We have tunnels leading out of London to Birmingham. I do not know the train times, but my guess is that the times going to Birmingham, going through the tunnels out of London, will be shorter than using the Elizabeth line to travel across London. HS2 is just part of the underground system. It is a London scheme now, not a national scheme.

[Sir William Cash]

At the moment, travelling from Stoke-on-Trent or Stafford down to London Euston, as Conservative Members do, takes just over an hour. I would have thought that most people regard that as pretty fast.

[Graham Stringer]

Indeed, but we are talking about major national infrastructure. I always hoped that HS2 would not just go to Manchester and Leeds but, for both political and transport reasons, would go to Scotland. As someone who believes in the Union between England and Scotland, I think that would help, and it would be very good transport policy, too.

--- Later in debate ---

[Sir William Cash (Stone) (Con)]

Thank you very much, Madam Deputy Speaker; I think I can do it a lot quicker than that.

I agree with the remarks made by my hon. Friends from Staffordshire and, in particular, my hon. Friend the Member for Stoke-on-Trent South (Jack Brereton), who set out the practical side. I also agree with the scrapping by the Government of the Birmingham to Crewe section, but that does have consequences, both for my constituents and for those between Crewe and Manchester.

Having looked at the appalling behaviour of HS2 over the years, the mess over compensation that is still carrying on, and things like that—I have been into all that in the past, and it is not strictly speaking the subject of this particular debate, but it is a very serious point—I also agree with my hon. Friend the Member for Stoke-on-Trent South that the Bill should be withdrawn and reintroduced, to ensure that the petitioners by reason of valid additional provisions, as a matter of principle, can have it examined properly in all respects, ab initio.

As I said in my interventions, the sleight of hand of this instruction, which as I have already noted is self-contradictory and purports to provide for matters that are, in my opinion, unprincipled and, as a matter of law and procedure, are stating things to be so that simply are not so, is not the way to proceed. There is a lot of merit in the way the Government are reorientating the objects in order to improve the situation in other parts of the country. However, as regards those directly affected—and ultimately the hybrid Bill procedure and its principles are about protecting those petitioners injuriously affected by a Bill’s provisions—I believe the motion is morally unjustified, indefensible and damaging to the rights of petitioners, with respect both to the constituents between Birmingham and Manchester and to my constituents who will be affected between Birmingham and Crewe.

[Madam Deputy Speaker (Dame Rosie Winterton)]

As the hon. Gentleman has been admirably short, I will call Grahame Morris, but please remember that I need to bring in the Minister as well.

[Grahame Morris (Easington) (Lab)]

Thank you very much, Madam Deputy Speaker—I will respect your wishes. I had not intended to speak in the debate, so I apologise for being late. I serve on the House of Commons Transport Committee, along with colleagues who spoke earlier from the Government Benches. I also served on the HS2 hybrid Bill Committee that dealt with the section from Crewe to Manchester Piccadilly.

[Sir William Cash]

Is the hon. Gentleman actually involved with a Bill that is currently in existence, or is he suggesting that something should be done in respect of a Bill that is not the same as the Bill that was introduced in the first place?

[Grahame Morris]

My goodness, that is a complicated intervention—I am not sure that I am suitably qualified to answer it. I just thought that I might share some of my thoughts having served on the Bill Committee, without any particular axe to grind.

I served on the Bill Committee because I was asked to do so as a servant of the House, in order to consider the merits or otherwise of the various petitions. I do not know whether Members are familiar with the process. I am not suggesting for a moment that it is perfect, and I know that there are arguments for revising the hybrid Bill procedure, which is quite lengthy, but some right hon. and hon. Members have suggested—perhaps through a lack of understanding of the process—that it is a mechanism for steamrolling through opposition, and I can absolutely assure them that that does not happen. In fact, if anything, petitioners—who may be individuals, businesses, environmental groups, local authorities or groups representing commercial interests, such as the National Farmers’ Union—are given ample opportunity to make representations to the Committee through petitions, and then to speak to those petitions and articulate their arguments for mitigation, compensation and route variation.

HS2 Cancellation and Network North

William Cash Excerpts

Wednesday 17th January 2024 Westminster Hall

[Jack Brereton]

My hon. Friend has been a long advocate of restoring the important cross-city line. I very much hope that such local considerations will be taken on board and that funding will be directed locally to make a difference. I am sure the Minister will clarify the position and expand on what my hon. Friend said.

When we can see the wood for the trees, the important point is this: there are localised projects that will help knit together our national transport network for the benefit of a far wider range of people than the elite who want to get in and out of London on business expenses as quickly as possible regardless of the consequences for local communities in Staffordshire, like those in Yarnfield and Swynnerton in the constituency of my hon. Friend the Member for Stone (Sir William Cash). We have already experienced that in north Staffordshire, even before HS2 phase 2a. I am not just talking about the Beeching axe, which was bad enough and of course did not exclusively affect the Potteries; I am talking about the last Labour Government’s decision to make it quicker to get between Manchester and London via the west coast mainline Potteries arc by annihilating three local stations that had survived the Beeching cuts of the 1960s.

[Sir William Cash (Stone) (Con)]

Is my hon. Friend aware that we led a massive campaign to reopen Stone station, and that the footfall there has been absolutely phenomenal since it was opened, which demonstrates the need to get these stations back in line?

[Jack Brereton]

Absolutely. I entirely agree with my hon. Friend. Stone station was a victim of the west coast upgrade changes, but thanks to his work and that of those who campaigned for its reopening, it has reopened and been extremely successful. I hope we continue to see those types of station reopen.

The west coast upgrade meant that in Stoke-on-Trent, for marginal time gains between Manchester and London, Etruria station—the very place where the fist sod was cut for the North Staffordshire railway in September 1846—was closed by the Labour Government in September 2005. To the south of the city, Wedgwood and Barlaston stations were suspended in 2004 and neither has subsequently reopened or been maintained in a good state of repair. I understand from Network Rail that neither can now be reopened to passenger services without significant investment and potentially being completely rebuilt, which means that there is now no intermediate local station between Stoke-on-Trent and Stone.

As my hon. Friend the Member for Stone illustrated, the same happened with Stone station, but thanks to his efforts and those of the community, it was reopened in December 2008 and now has some services for that town. So much for Labour’s Strategic Rail Authority! That experience has made us determined that HS2 would either have to work for Stoke-on-Trent and Staffordshire, or we would have to drop it entirely. Unfortunately, it had become clearer and clearer that HS2 would not bring benefits to Staffordshire, certainly not the net benefit that we would need to see to justify the horrendous disruption, painful compulsory purchases and the disruption of ancient woodland.

A constituent attended my surgery recently whose business has been and continues to be affected. Unbelievably, he has recently been asked by HS2 Ltd to commission further thousands of pounds of costly reports to prove the value of his business, despite the 2a route no longer even going ahead. He is not alone: many businesses and property owners throughout Staffordshire continue to be hounded by HS2 Ltd and forced to give up their businesses or sell their land, despite phase 2a being cancelled. A line must be drawn under the compulsory purchase order process. I am sure we will hear more about that tomorrow in the Backbench Business debate on HS2 compensation that is being led by my hon. Friend the Member for Stafford (Theo Clarke). Ultimately, however, it is essential that the Government keep to their word and urgently lift the safeguards on the 2a route, and that efforts are made to rapidly extricate HS2 from the lives of people in those communities and elsewhere in Staffordshire.

Every day that goes by costs the public purse considerably in extortionate security costs and wasteful legal processes for sites that are no longer even needed. If further clarity were needed that HS2 would not bring benefits to Staffordshire or indeed nationally, it was striking to hear from Trevor Parkin and Trevor Gould from the Stone Railway Campaign Group at the oral evidence session of the Transport Committee in Birmingham on 30 November last year. Trevor Gould said:

“I was a great advocate of the HS2 project. I fully support the idea in principle and I still think that it is important that high-speed trains are segregated from freight and slower passenger trains, but unfortunately this HS2 is not the way to do it; it does not do what it says on the tin. It does not release capacity north of Birmingham, it does not improve connectivity because of that”.

As we know, the three fast trains an hour currently serving Staffordshire—one via Stafford and two via Stoke-on-Trent—were set to be replaced by one HS2 service calling at both, which would have terminated at Macclesfield. That is a major reduction on what we currently enjoy, so it is not at all clear that there would have been extra capacity or connectivity, which is what HS2 was supposed to address. In fact, according to HS2 Ltd’s updated 2022 strategic outline business case, the only places north of Birmingham that would have received a higher number of services than they do today would have been Runcorn and Liverpool.

In the meantime, there is a pressing list of other projects that need to be delivered to ensure local services and connectivity into the hub stations are maximised. The reason for that is the major constraints at Crewe, particularly Crewe North junction, which were made worse post phase 2. HS2 had no plans to increase the number of platforms or address the constraints at Crewe North junction, which means the only possible way to run HS2 services would have been to take out what already exists, removing local and regional connectivity. I am not even convinced that HS2 intended to run any meaningful service to Stafford, Stoke-on-Trent and Macclesfield.

On 10 January, the executive chair of HS2 Ltd, Sir Jon Thompson, appeared before the Transport Committee and I asked him to clarify some striking comments that he had made to the Public Accounts Committee on 16 November. I put it to him that he had said to the PAC that if HS2 phase 2a had indeed been built,

“HS2 trains would never have gone on to the west coast main line”

at Handsacre and that “they would have joined” the west coast main line only “north of Manchester.” To that he replied: “Yes.” Of course, I pressed him on that because it would mean that the proposed services to Stafford, Stoke-on-Trent and Macclesfield were never actually going to materialise, even on completion of phase 2a. Sir Jon said that

“if 2a had been constructed, the advice to me, which I have got written down here, is that we would not have used that junction.”

That is Handsacre junction. I await further clarity in writing, but that does, at face value, confirm my worst fears about what HS2 Ltd was actually planning at Handsacre, which is a fait accompli of connections that would not have carried HS2 trains up the Potteries arc—and it would have all been too late by then to do anything about it.

Macclesfield—always a very odd choice of terminus, fine though that market town undoubtedly is—appears to have been a fig leaf to quieten Staffordshire down during the construction phase. Originally, under the hybrid Bill of 2013, it was proposed to create a full connection at Handsacre for HS2 by connecting the new track into the existing fast lines, enabling HS2 services to join on to the west coast main line. Then, in 2019—Trevor Parkin of the Stone Railway Campaign Group made this point very well at the Transport Committee on 30 November—HS2 redrew its intentions at Handsacre in order to join the slow lines of the west coast main line and not the fast lines. The options analysis for that extraordinary move has never been published, and we still do not know why that bizarre decision was taken.

With the cancellation of phase 2, it is clearly essential that we now revert to the original design for the Handsacre junction, to enable a proper connection with the fast lines to maximise capacity and allow services to run beyond. As I said, we await further clarification in writing about the reasons behind the changes, which are unlikely to be to do with cost, as people have attempted to claim. It seems unlikely that HS2 had intended any real, meaningful Stafford-Stoke-Macclesfield services to run at all.

--- Later in debate ---

[Sir William Cash (Stone) (Con)]

Having voted against this and argued against it for the best part of a decade, I was delighted by the Prime Minister’s decision and by the Minister’s engagement. I have had many, many meetings with Ministers and so forth about the issue over a very long time.

I congratulate my hon. Friend the Member for Stoke-on-Trent South (Jack Brereton) on his extremely powerful speech and on using his experience as a member of the Transport Committee to amplify the issue. That is in addition to the work of Trevor Parkin in my constituency, who has done the most remarkable work on this area.

The line was due to pass straight through my constituency, from top to bottom, and we are thoroughly relieved that it has been stopped after all this time. It is still causing misery for many of my constituents, however, and we are in the midst of negotiations with HS2 over the sale of their property and land. Communication has been slow or non-existent and, in the meantime, the works and the spending of public money have continued. I urge the Government to closely monitor the winding-up of HS2, intervening when necessary, and to make sure that compensation is paid. We will debate this issue in Westminster Hall again tomorrow.

Finally, I will simply add that, along with the money that is earmarked for improvements in transport projects, I agree with everything that has been said in this debate about how regional, national and east-west networks must be improved. Levelling-up has been a tremendous opportunity, but that has to be delivered. I am grateful to my constituents for the support that they have given to me and to the Minister for the meetings that we have had and for coming to the right decision.

High Speed 2

William Cash Excerpts

Monday 18th September 2023 Commons Chamber

[Mr Holden]

I find it very interesting that the hon. Lady says that the Liberal Democrats are firmly behind HS2, because that is not what their candidate for Mid Bedfordshire said earlier today, or what the hon. Member for Chesham and Amersham (Sarah Green) said just a few months ago.

[Sir William Cash (Stone) (Con)]

We had a meeting about HS2 with the Minister of State, my hon. Friend the Member for Bexhill and Battle (Huw Merriman), a few weeks ago. It was a very good meeting, led by myself and other Members of Parliament, and various options were put forward. I pay tribute to Trevor Parkin in my constituency for all his work on the matter.

Can we have a straight answer about this white elephant? Will there be a continuation of the line from Birmingham to Manchester, or not? Will the Minister be good enough to let us have a proper analysis, in line with all the reports that have come out showing that, unless the entire project is radically changed or scrapped, it will continue to be a white elephant? People in my constituency have been suffering for far too long, to no good purpose.

[Mr Holden]

I am glad that my hon. Friend has had great engagement on the issue from the Department and from the rail Minister. As I have said, Ministers will continue to keep the House updated regarding HS2, as they have been doing. I am sure that when the rail Minister returns he will be happy to have further such conversations with my hon. Friend.

HS2 Ltd and Local Community Relations

William Cash Excerpts

Thursday 16th March 2023 Commons Chamber

[Sir William Cash (Stone) (Con)]

I am grateful to my hon. Friend the Member for Meriden (Saqib Bhatti) for giving me this opportunity to make a short speech. I have a similar problem to him. I have a dossier, which of course I have already passed to the Minister, who has kindly agreed to come up to my constituency. We have had 10 years of misery with HS2’s miscommunications, as we have struggled to navigate a clear path forward with it. Farmers have received plans that cut their farms in half, severing access to their land and property. Notices have been served as late as possible and with ill consideration for damage and jeopardy. We have had loss of crops and late payment of agreed fees, causing significant cash-flow problems and financial ruin. Land has been left in a deplorable state. HS2 has threatened to acquire “every area of land” with

“no assurance that any right of access will be granted in a substantive form”.

It has deployed unnecessary and intimidating security on farms that have been family homes for generations. In another instance, no offer of a price for a property had been made nine months after the valuer himself had been along to have a look at it.

The bottom line is that this is completely and totally unacceptable. The truth is that HS2 needs to be given a real rocket, and I look forward to the Minister doing just that. If he does not, and my constituents continue to live in the misery to which they have been subjected over all these years, it will be a disgrace. It is a disgrace already, but it can be rectified. I look forward to the Minister coming up to my constituency—north and south—so that we can have a proper discussion and he can see for himself how HS2 has let my constituency down.

HS2: Revised Timetable and Budget

William Cash Excerpts

Tuesday 14th March 2023 Commons Chamber

[Huw Merriman]

That does not stack up at all. Almost 30,000 people are employed by HS2—I met the 1,000th apprentice a few weeks ago, who was playing her part. Some 2,500 companies registered in the UK are delivering on HS2, and 60% of those are small or medium-sized enterprises. We are talking about a rephasing by two years of a stretch of the line to Crewe. There is currently no construction on that part of the line, and land possessions and dealing with business matters will continue. I ask the hon. Lady to put the investment into context.

[Sir William Cash (Stone) (Con)]

HS2 goes from the very bottom to the very top of my constituency, and I am extremely glad that the Minister has agreed to come to see my constituents soon—I wish he would confirm that. We have put in some proposals called phase 1-plus. Those are very important, and the delay should help to work through them.

On a personal note, many of my constituents are aware that work is continuing now, despite the announced delay. They are suffering from extreme stress, bullying and harassment, of the kind described by my right hon. Friend the Member for Elmet and Rothwell (Alec Shelbrooke). Staff have taken possession of their homes against their will, without adequate or timely compensation, and of land that they do not need. One example is Mr John Evanson, aged 79. He was born on his farm, where he worked his entire life, but it has been taken away from him. He and his partner are now prisoners in their own home, surrounded by fencing and with as many as eight security guards, which is utterly intolerable. Will the Minister guarantee to look into that issue and sort it out?

[Huw Merriman]

I am always happy to meet my hon. Friend, and to discuss cases brought by my colleagues and Members across the House. It is essential that HS2 treats those whose land is being possessed or worked on nearby with compassion, and offers the right element of compensation. A lot of good work has been done by my predecessors on that front, but we know that there is more to do and I am happy to meet my hon. Friend to discuss that case. Indeed, I have offered to view some of those cases to get a better understanding.

Avanti West Coast

William Cash Excerpts

Wednesday 7th September 2022 Commons Chamber

[Trudy Harrison]

I completely agree with the shadow spokeslady on the need to modernise the workforce. People volunteering to work rest days is no longer a sustainable way to run the rail sector, and that is what we are tackling. On timetabling, however, it is surely better to provide certainty over uncertainty. The timetabling decision was made so that at least passengers could be provided with the confidence that the trains they see on the timetable will be running—they certainly were not previously. She will know that the rewards decision is an independent decision, and in some aspects Avanti performed well and in others it certainly did not. As I am sure she will know, the decision to be taken on 16 October is a commercially sensitive one, which I will not discuss, not least because I am not the rail Minister. I have every confidence, because the Secretary of State said so yesterday evening, that she will be meeting stakeholders, including those in the rail sector, and a new rail Minister will be appointed very shortly.

[Sir William Cash (Stone) (Con)]

I congratulate my hon. Friend on her response to this urgent question. The blame lies on both sides: the unofficial strikes are completely unwarranted and are causing immense trouble for my constituents, who are given the most appalling treatment as a result of those strikes. Furthermore, Avanti itself has got to get its act together, and get it together soon. I have been using this line on the west coast for 37 years, since I first came into Parliament, and I have never seen it in such a state as it is in at the moment. Finally, as HS2 is part of this argument, I just want to say that it is a white elephant, and I hope the Prime Minister will get rid of it as soon as possible, certainly from Birmingham northwards.

[Trudy Harrison]

As ever, my hon. Friend makes excellent points. I wholeheartedly agree that the situation is untenable and needs to be improved. I also travel frequently—indeed, most weeks—on my journey down to London on Northern, TransPennine and Avanti services into London Euston, so I share the challenges and the pain that those undertaking journeys to Birmingham, Liverpool, Glasgow Central and Manchester are currently enduring. That is why we are working hard in the Department for Transport with our train operating companies, particularly on the matter of recruitment, diversity and retention, to ensure that we have train drivers who are trained so that we can operate a safe, affordable and reliable service in future.

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.

High Speed Rail (Crewe - Manchester) Bill (Carry-over)

William Cash Excerpts

Carry-over motion
Monday 25th April 2022 Commons Chamber

[Sir William Cash (Stone) (Con)]

The Minister knows well my continued opposition to HS2 so this is not unusual, but I have some specific points to make about the phase 2 Bill. It contains proposals for a totally unnecessary railhead and separate infrastructure maintenance base at Ashley, which will cause immense damage to the constituency of my right hon. Friend the Member for Tatton (Esther McVey), who is in her place today. She has discussed the merits of the objections to phase 2b of HS2 with my constituents who are injuriously affected. Those facilities, together with another proposed arrangement at the Crewe rolling stock depot, will, I believe, waste an estimated £475 million of taxpayers’ money. With a further £171 million of savings to be made by the use of a Transport and Works Act order on phase 2, the Minister will know that I and parliamentary colleagues are calling for less than half the total of the £650 million saved to be directed towards the reopening of eight miles of the former North Staffordshire railway. Other colleagues come from the vicinity of Stoke-on-Trent and neighbouring constituencies.

Such a move has the potential to transform west-to-east rail connectivity across the north, which so many people are calling for, and provide a massive economic boost to north Staffordshire to achieve our levelling-up objectives. I therefore call on the Minister to amend the phase 2 Bill and remove the proposals for Ashley when it returns to the House. I greatly look forward to further discussions taking place between my constituents, the Minister’s officials and appointed rail experts on how we can make required improvements to the phase 2a proposals as soon as possible.

International Women’s Day

William Cash Excerpts

Thursday 10th March 2022 Commons Chamber

[Trudy Harrison]

I am sure my hon. Friend’s comment has been heard.

There has been much talk about the economic empowerment for women, and this leads me on to some of the other steps we are taking to address the barriers that women face in the workforce. I myself was paid off when I was pregnant with our first child. We know that the pandemic has been one of the greatest challenges this country has faced in decades. Women’s economic empowerment is pivotal to our post-pandemic recovery, in the wake of even greater potential for wage inequalities for women, although of course it is not just women who face these difficulties. We need to make it easier for all employees to understand if they are being paid fairly and how decisions about their pay are made, and I am really pleased that we are going to stop asking about pay history during recruitment.

There has also been much talk about STEM, which has been so wonderful to hear about. In 2022, education remains a top priority for our Prime Minister. Earlier this week, he launched a new girls’ education skills partnership programme on private sector investment in girls’ education, which supports adolescent girls overseas. We have made great progress in increasing the number of girls studying STEM subjects, but at present women make up only 24% of the STEM workforce.

[Sir William Cash (Stone) (Con)]

Will my hon. Friend give way?

[Trudy Harrison]

I am afraid that I cannot give way.

My hon. Friend the Member for Harwich and North Essex (Sir Bernard Jenkin) referenced the importance of language, and it is so important that, as he says, we protect the language of females—of women, adult human females, girls, mothers, women who breastfeed and mothers who work. I think that is so important. It has been a pleasure to speak in this important debate.

Sir Richard Shepherd

William Cash Excerpts

Thursday 10th March 2022 Commons Chamber

[Sir William Cash (Stone) (Con)]

It is with both sadness and pleasure that I speak in this debate as a tribute to my dear friend, Richard Shepherd, a friendship that extended almost 40 years. I have written a tribute to Richard in this week’s House magazine. He was one of my closest political and personal friends. How often did we lunch together in his favourite Italian restaurants, discussing how we were going to extract ourselves from the subjugation of European government? It is entirely appropriate for this tribute to be on the Floor of this House of Commons, whose attention he held on every occasion. I feel him here now. He was a most unusual speaker. He only did so when he felt he had to, but when he did it was always an intensely emotional experience. He reminded me somewhat of what we have heard of Charles James Fox in the late 18th century, and particularly Fox’s last exchange with his friend Edmund Burke at the time of the French revolution, with tears streaming down Fox’s face as they parted company.

I remember, too, heady days when my wife Biddy and I spent time on holiday with Richard in Florida and elsewhere. Later in his life, I would sit in his drawing room opposite a painting of Clumber park, where in my youth I often played cricket, or on the telephone recalling our great parliamentary battles and our friendships with other patriots, so many of whom have sadly died. I am glad to say that Chris Gill still lives near us in Shropshire.

I strongly recommend that hon. Members read Richard’s speech of 21 February 1992 on his private Member’s Bill for a referendum on the European issue. The Bill was drafted at my suggestion by one of the Government’s former parliamentary counsel, Godfrey Carter. Margaret Thatcher came to the debate and voted with us shortly before she left the House of Commons. In that speech, he said of Maastricht:

“I belong to a union—the Union of the United Kingdom of Great Britain and Northern Ireland. It is a political allegiance which I gladly give. It is one of sentiment, one of passion, one which has been fashioned over the course of centuries. That is to be set aside because the Treaty of Union seeks to make me a citizen of elsewhere. I would be a citizen with a profound and essential difference: I could not control the laws, in whole areas, by which I would be governed.”—[Official Report, 21 February 1992; Vol. 204, c. 581.]

His Protection of Official Information Bill largely became law, and he voted against the Government on the Scott report as well as at many other important moments in our political life over the last 30 years.

On so many evenings as we left the Chamber late at night, particularly during Maastricht, Richard would simply say, “See you down there,” by which he meant the Members’ entrance, where his car would pull up to give me the inevitable lift on the way to his home in Kensington, which was once owned by John Galsworthy, who wrote “The Forsyte Saga” there. He was Back Bencher of the year in 1985 and parliamentarian of the year 10 years later. He was greatly loved by his constituents of Aldridge-Brownhills, where he increased his majority by 10,000 between 1979 and 2010.

Richard created Partridges, the famous food store now in Duke of York Square, which gained a royal warrant. He took advice from Garry Weston, who owned Fortnum and Mason. I am so glad that Richard’s brother, John, who is managing director, is in the Gallery with his family. Davida, his sister, was his ever diligent parliamentary assistant.

This being a Thursday afternoon on a one-line whip, some of his parliamentary friends cannot be here. I will therefore briefly read out some of their tributes to him. The chairman of the 1922 Committee, my hon. Friend the Member for Altrincham and Sale West (Sir Graham Brady), said:

“Richard was a great defender of liberty and democracy. He never forgot that the sacred duty of our Parliament is to protect the hard-won freedoms of the British people and to guard against the growth of an over-mighty Executive. He was a principled and courageous man who made a great contribution to public life.”

My right hon. Friend the Member for Clwyd West (Mr Jones) said:

“Richard Shepherd was an outstanding parliamentarian who devoted his work to advancing and upholding, as he put it, our very sense of liberty and confidence in our system of government and its institutions. As such, he was an admirable and remarkable man.”

My right hon. Friend the Member for Maldon (Mr Whittingdale) said:

“Richard was a passionate campaigner for the rights of Parliament and democracy and in doing so was not afraid of either Ministers or Whips, who he frequently annoyed. I was working for Margaret Thatcher and remember well her robust arguments with him over freedom of information but also the respect she had for his always principled position. Parliament and the country owe him a considerable debt.”

My right hon. Friend the Member for Gainsborough (Sir Edward Leigh) said:

“Richard was a true gentleman, a great independent, committed free spirit and a truly kind man.”

My hon. Friend the Member for Wellingborough (Mr Bone) said:

“Richard was a superb parliamentarian. He spoke his mind even when it was not popular with party leadership. He was proved right far more often than not. He was unwavering in his determination to see the UK out of the EU superstate. He will be missed.”

My hon. Friend the Member for Romford (Andrew Rosindell) said:

“Richard was a man of principle who would never stay silent when he saw our cherished liberties being undermined. He put his country before his own advancement and was a fine example of a true parliamentarian in the great tradition of England.”

My hon. Friend the Member for Christchurch (Sir Christopher Chope) said:

“Richard represented everything that is best about an MP. He was a gentleman with the emphasis on gentle; but with a steely determination to act fearlessly in the best interests of our country.”

My hon. Friend the Member for Basildon and Billericay (Mr Baron) said:

“I remember Richard as an excellent and principled Parliamentarian, a kind and thoughtful colleague, and one who would do what he could to help his friends. I was sorry to hear of his passing and send my condolences to his family.”

Notice the word “gentle”, the word “kind”; that was the measure of the man.

I would also like to put on record that several Opposition Members have also paid tribute to Richard, such as the hon. Member for Huddersfield (Mr Sheerman) and the right hon. Member for Walsall South (Valerie Vaz).

--- Later in debate ---

[Mr Richard Bacon (South Norfolk) (Con)]

It is a great pleasure to follow my right hon. Friend the Member for New Forest East (Dr Lewis), and I commend my hon. Friend the Member for Stone (Sir William Cash) on his very moving speech. I had the pleasure of knowing Sir Richard, not for as many years as my hon. Friend, but when I was a young man, I was first an undergraduate and then a graduate student at the London School of Economics—Richard’s alma mater—and he was a great hero of mine.

My hon. Friend mentioned a speech that he gave on 21 February 1992. I was living in Berlin at the time, and I spent a lot of time in the British Council library trying to understand what on earth was going on in my own land while I was living abroad learning German. Richard was a beacon for me at that time, and I commend the speech to which my hon. Friend referred. In a book, Edward Pearce, the journalist, referred to Richard’s speech on that date, on Second Reading of the Referendum Bill, as belonging in any anthology of great parliamentary speeches. Colleagues can look it up for themselves. It begins at column 581. I want to quote the last sentence because it has been for me a beacon for many years and showed how well Richard understood the central issue within the European question. He said:

“I say as a last note to the House that our people should ‘not go gentle into that good night’ but should rather ‘rage, rage, against the dying of the light’ that requires us to live under laws that we cannot change or control.”

[Sir William Cash]

I want to add a little bit to what my hon. Friend has just said. He was followed immediately after that speech by no less a person than Mr Peter Shore, the great Labour exponent of dislike of the idea of European government. He said:

“I think that the House will be grateful to the hon. Member for Aldridge-Brownhills (Mr. Shepherd) for introducing the Bill and giving us an opportunity of addressing the most important issue that has come before us during the lifetime of this Parliament, which will shortly end.

The House will also be grateful to the hon. Gentleman for the clarity and passion with which he argued his case.”—[Official Report, 21 February 1992; Vol. 204, c. 589.]

And there was more besides.

[Mr Bacon]

I am grateful to my hon. Friend. I have that text in front of me. When I was a teenager, my father lived in Canada and I spent a lot of time going over there. Peter Shore was for a while the Trade Secretary or Transport Secretary and tried to thwart Freddie Laker’s attempt to introduce cheap airline tickets. As a very young man, I was extremely interested in cheap airline tickets. It took me some years to realise what a great man Peter Shore actually was, and my hon. Friend has done us a service in reminding us of that now.

In conclusion, Madam Deputy Speaker, may I thank you for the chance to speak in this debate? I hope that we all remember Sir Richard Shepherd for his extraordinary contribution.

--- Later in debate ---

[Madam Deputy Speaker (Dame Eleanor Laing)]

No one has yet mentioned Richard Shepherd’s passionate defence of the rights of this place and the Members of this place. I well remember, before the days when we had automatic timetable motions—new Members will not be able to imagine that there could have been such days, when we did not have timetable motions and the Government had to introduce a so-called guillotine motion if they wanted to curtail the debate on any Bill or, indeed, any matter—that Richard Shepherd used to sit there, on the second Bench below the Gangway, and oppose and speak against and vote against and force a vote upon every single guillotine motion that the Government brought in. That had quite an effect. It was hard to believe then that he was in fact such a charming, passionate gentleman.

[Sir William Cash]

On a point of order, Madam Deputy Speaker. He also sought to be Speaker, and he received 136 votes in that contest. Heaven alone knows what would have happened if he had managed to win it.

[Madam Deputy Speaker]

I am sure that the answer to that point of order is that we would have been sitting all night, every night.