Museum of Science and Industry

Debate between Andrew Gwynne and John Leech

Wednesday 26th June 2013 Westminster Hall

[Andrew Gwynne]

My hon. Friend is absolutely right. The Imperial War Museum North is another national museum based in the regions that is bringing into Trafford wharfside, and into an iconic building at that, visitors who probably would never have seen those collections in the Imperial War Museum in London. We enjoyed a visit a couple of years ago to see the “Horrible Histories” exhibition, which my kids found absolutely fascinating. We should continue to trumpet the benefits of having national museums and collections in the regions, so that we all may benefit from learning from our past and looking towards our future.

The speculation about MOSI’s future was met by uproar from residents across Greater Manchester and the north of England. As we can see from the number of colleagues here today, the speculation has been met by real concern from most Greater Manchester politicians. The suggestion that MOSI would be affected by the Science Museum Group’s problems led me to write to the Secretary of State for Culture, Media and Sport. In my letter, I outlined that the acclaimed opening ceremony of the 2012 Olympics included a stunning segment on Britain’s development into the global industrial power that it is today. Danny Boyle is rightly lauded for portraying the history of Britain not just as a succession of monarchs, but as a land built by proud working men and women.

Life during the industrial revolution may not have been pleasant for some—indeed, it almost certainly was not—but surely it is just plain wrong to allow access to that history to be lost. I pay tribute to all those involved in MOSI’s development from the early days in 1969, when the then North Western Museum of Science and Industry opened in a temporary venue on Grosvenor street. It was later linked to the university of Manchester institute of science and technology, and then through the superb vision and drive of the former Greater Manchester council, which was instrumental in moving the museum and developing it on its current site, the museum turned into what it is today. The museum, along with the transformation of the county’s once polluted river valleys, is probably the former Greater Manchester council’s best lasting legacy. I thank the many volunteers and friends of the museum who have worked hard to keep things ticking over in the good years and the bad.

People in Manchester and across the north-west, and indeed across the country, are incredibly proud of our free museums, so it is of some small comfort to hear the DCMS announcement on the funding settlement for 2015-16, as no museums should close. Clearly, like MOSI, we await confirmation of the actual details of the funding package, and until those details are received, we cannot be certain of the structural deficit that MOSI will face or of which options will have to be considered. Opposition Members certainly hope that the Government’s culture funding cuts will not result in the closure or downgrading of this outstanding Manchester institution or of parts of it.

There are a number of concerns about the Science Museum Group and MOSI that I would like the Minister to address. Whatever financial problems are facing the Science Museum Group, particularly the London Science Museum, most of my colleagues here today would agree that they should not affect MOSI.

Of course there remains the question of what to do with the structural deficit. The Science Museum Group is currently £2 million in the red, which is projected to go up to £4 million, and potentially even to £6 million, depending on the CSR announcement today. Recent figures show that between 2010-11 and 2014-15 Government funding for the Science Museum Group, including MOSI, has been cut by 25% in real terms. So far, the Science Museum Group has undertaken a number of cost-cutting initiatives, including redundancies across the entire organisation, to try to make the necessary savings. Although it now seems that there will be only a 5% cut to the Science Museum Group’s budget, not the 10% cut that was envisaged, it will still have a significant impact on the budgets and savings that will have to be found.

[Mr John Leech (Manchester, Withington) (LD)]

I thank the hon. Gentleman for giving way, and I congratulate the hon. Member for Oldham East and Saddleworth (Debbie Abrahams) on securing this debate.

The Minister’s announcement that the cut will be only 5%, rather than 10%, is very welcome, but it will clearly have an impact on the long-term financing of the Science Museum Group and, in our case, MOSI. Surely, we ought to be considering constructive ways to bridge that gap. Some 5 million people visited the museums last year, and the budget deficit is likely to be in the region of £4 million, which is the equivalent of 80p per visitor over 12 months. I am not suggesting for one second that we ought to be charging entry, but surely we ought to be able to generate more money from those 5 million people who are going through the doors, as well as generating more money, particularly in Manchester, from sponsorship by large businesses such as the airport. From Manchester’s perspective, that would be seen as businesses supporting our local museum.

[Andrew Gwynne]

I absolutely would not support anything that might lead to the introduction of charges at MOSI, because I think that would be a very retrograde step. Where I agree with the hon. Gentleman is on the need for a longer-term vision for the museum, whether that is through charitable giving or through greater sponsorship. I am cautious about the airport, which is not a cash cow for every funding cut in Greater Manchester. Indeed, the Manchester Airports Group already contributes greatly towards the arts in Greater Manchester, most notably through its sponsorship of the Hallé orchestra. I am not sure that the Manchester Airports Group can for ever write blank cheques to fill every funding cut that comes Manchester’s way.

High-Speed Rail

Debate between Andrew Gwynne and John Leech

Thursday 31st March 2011 Westminster Hall

[Andrew Gwynne]

Before I was interrupted, I was about to say that it is clear that a project of this size and scale will not be without controversy, which I shall come on to later. However, I certainly recognise the importance of increasing capacity and connectivity in rail, particularly in respect of the west coast main line and the Chiltern line. The previous Labour Government rightly assessed that improved transport capacity would be needed from the 2020s between our major cities, starting with the route from London to the west midlands, two of Britain’s largest conurbations. The projections show that by then, the west coast main line will be at capacity. It is projected that, by 2033, the average long-distance west coast main line train will be 80% full, with routine severe overcrowding for much of the time.

Perhaps there will be benefits from some of the suggestions put forward by my hon. Friend the Member for Luton North (Kelvin Hopkins), the hon. Member for South Northamptonshire (Andrea Leadsom) and my hon. Friend the Member for Coventry North West and others, but I also understand the argument that the development of the 335-mile Y-shaped network would bring our major cities closer together and, as such, create the potential to boost investment and economic growth in the north. I would like to ask the Government how much extra capacity they anticipate high-speed rail will bring, and what estimates they have made of the modal shift from air travel that would result from the extension.

Labour remains committed to investing in a world-class rail system, and high-speed rail could have an important role to play in delivering it. That is why we began this process in government. As Members will know, Labour has just embarked on a fundamental review of all its policies, which is exactly what the Conservatives did after the Prime Minister became leader of that party. We will look at all areas of policy, and fundamental questions will be asked about how we can make transport more affordable and help to reduce inequality and increase social mobility.

[Mr Leech]

In the past, the hon. Gentleman has been supportive of the concept of high-speed rail to Manchester and beyond. Does he agree with the assessment of the new chief executive of Network Rail about capacity on the west coast main line?

[Andrew Gwynne]

Absolutely. As I have said, capacity on the west coast main line is of fundamental importance, and the issue must be resolved. We have to look at future capacity on rail lines and how we will deal with such issues. Clearly, everything will be on the table as part of our policy review, and we encourage as many members of the public as possible to get involved in our ongoing discussions, including those on both High Speed 2 and Rail Package 2; we need to study alternatives for viability as well. It would be unwise for any future support for high-speed rail not to be at the heart of that policy review when it involves a £30-billion commitment for future Parliaments. Perhaps the hon. Member for Weaver Vale (Graham Evans) will be interested in that. In the meantime, the Government will have our support as they move forward with the next stage of planning the route.

Clearly, there is concern about the hybrid Bill that the Government propose. The Opposition have real doubts about their commitment to taking the planned high-speed rail line beyond Birmingham, as Labour had planned. They have decided not to use the forthcoming legislation to do that. As I have said in previous debates, we will support the Government if they want to put powers in the Bill to extend the line to Leeds and Manchester.

I wish to turn briefly to interoperability. If we are to proceed with high-speed rail, we need to look now at ways to integrate it with the traditional rail network. We also need to look at how we can maximise the benefits for rail all over the country, including London-based projects such as Crossrail and Thameslink. How will we plan for the wider impacts of high-speed rail, to ensure that the benefits are shared in other parts of the network? For instance, can the Minister tell us how many more fast trains to London there will be from places such as Coventry, Liverpool and Sheffield as a result of released capacity from the HS2 line? In short, what will be the benefit to areas not directly connected by high-speed rail?