Transport Connectivity: Merseyside

Tanmanjeet Singh Dhesi Excerpts

Wednesday 12th January 2022 Westminster Hall

[Mr Tanmanjeet Singh Dhesi (Slough) (Lab)]

It is a pleasure to serve under your chairmanship, Mr Robertson. My congratulations to my hon. Friend the Member for Birkenhead (Mick Whitley) on securing this important debate on transport connectivity in Merseyside. I express my gratitude, too, to my hon. Friends from Merseyside and nearby for the eloquence of their speeches, which amply illustrated their passion for their region. My Slough constituency is a long way from Merseyside—while they have the River Mersey, we have the Jubilee line, and while they have “Brookside”, we have “The Office”—but what I do share with the good people of Merseyside is their desire for better transport, and equality when it comes to transport funding.

For far too long the region has suffered, despite excellent local leaders pushing for better. Merseyside faces unique issues when it comes to transport connectivity. The majority of short trips—under 5 km—are made by car, and as a result the region has a significant air pollution issue. In the Liverpool city region alone, over 1,000 deaths a year are linked to this silent killer. On public transport, 80% of journeys are taken by bus, yet bus fares have risen by 40% and routes have been mercilessly cut nationally. Rates of active travel, such as walking and cycling, are relatively low, making up just 4.5% and 1% of journeys respectively. Given the population and the scale of the region, rail connectivity across the region and further afield is poor.

However, while the landscape of transport might be varied, the solution is simple: providing genuinely affordable, convenient, accessible and good-quality public transport. Indeed, despite this difficult landscape and northern funding facing a shortfall of £86 billion in comparison with London, it is a Labour-led locality that has driven through successes for the region, proving that when we listen to local people and commit to devolution, transport can be transformative.

Serving 1.6 million people, Mayor Steve Rotheram, with whom I had a good chat this week, has been fighting hard to bring about serious transformation of the Liverpool city region’s transport system. Under his leadership, Merseyside’s record on improving transport has been impressive. There is the roll-out of publicly owned trains for the Merseyrail network, and investment in new rolling stock, designed with local passengers’ needs in mind. That has used a direct public ownership and procurement model, which reduces costs and pioneers a new approach. There are the plans to completely overhaul and re-regulate the bus network as part of the bus service improvement plan. There is improved accessibility across the network, including level access from train to platform. Work is beginning on the first phase of a 600 km network of cycling and walking routes for the city region, and in the city region sustainable transport settlement, funding has been secured for new green bus routes and enhanced walking and cycling infrastructure.

Mayor Rotheram and hon. Members here are passionate about their region. A London-style integrated transport system is what they want. True devolution is required from Government, not mere soundbites. Significant funding is needed to meet the challenge ahead. How have Merseyside’s ambitions for transformational change been supported? I am afraid that it is the same old story from this Tory Government. Rather than levelling up, they neglect, betray and short-change the north from their Westminster bubble, ignoring local voices. and marginalising their well-informed views when it comes to decision making.

Nothing epitomises this more than the disintegrated rail plan; “cheap and nasty” is how Mayor Rotheram described the IRP’s weak offering for Liverpool, which will have all the disruption and none of the benefits. Instead of the full Northern Powerhouse Rail plans, as agreed by the cross-party, respected Transport for the North, Merseyside was offered a deal that provides no real or effective improvement to journey times, capacity or connectivity. Despite Liverpool Central station being declared at capacity by the Liverpool City Region Combined Authority, there are no plans for a new station for Liverpool unless it is locally funded.

The port of Liverpool is one of the busiest; it transported 31 million metric tonnes of freight in 2020 alone. Anyone would think that the Government would want to ensure that the port was served properly by the IRP, so that we could move more freight off our roads and on to rail, and reduce inner-city traffic and emissions. I welcome the recent upgrades to the Bootle branch line, but concerns about the disruption that will be caused by up to 88 freight trains a week during construction relating to the IRP have yet to be addressed. I therefore ask the Minister, quite simply: why is Merseyside being short-changed once again as a result of the Government’s rail plan for the north? This matters because the potential of our northern regions is being wasted. I appreciate, acknowledge and understand the huge potential of Merseyside, and it is disappointing that the Government clearly do not feel the same. I urge the Minister to engage with local leaders, hon. Members and the people of Merseyside to ensure that the plans deliver for them, because they will have direct consequences for millions of people for decades to come.

Oral Answers to Questions

Tanmanjeet Singh Dhesi Excerpts

Thursday 16th December 2021 Commons Chamber

[Mr Tanmanjeet Singh Dhesi (Slough) (Lab)]

After 18 years of Tory underfunding, privatising, fragmenting and running our railways into the ground, the priority of the last Labour Government was to invest billions of pounds to modernise our old, inefficient trains. Given the awareness around the climate crisis, the priority during the last decade should have been to electrify our railways, but it has been a lost decade. After abandoning Northern Powerhouse Rail, betraying our northern towns and cities, I was stunned to read reports that Government promises on electrification are being broken because the Treasury has decided to block the £30 billion needed to decarbonise our railways, even though it knows full well that over 10,000 km of rail must be electrified by 2050 to get to net zero. So can the Minister answer a simple question: how is he ever going to meet Government targets on electrification when the Chancellor is blocking the funding needed to get there?

[Andrew Stephenson]

Again, unfortunately, the Opposition are just getting this simply wrong. The integrated rail plan will kick off the electrification of more than 75% of the country’s rail network. If the hon. Member takes the TransPennine route through Church Fenton at the moment, he will see the overhead electrification cables being erected. The midland main line electrification will start before Christmas. I would just gently remind the Opposition spokesman that, in 13 years of Labour Government, they electrified only 63 miles. Over the past 11 years, we have already electrified 1,221 miles.

Rail Investment and Integrated Rail Plan

Tanmanjeet Singh Dhesi Excerpts

Wednesday 8th December 2021 Commons Chamber

[Mr Tanmanjeet Singh Dhesi (Slough) (Lab)]

Thank you very much, Mr Deputy Speaker, and, of course, how could I not agree to your demand? If I want to speak in future debates, I cannot but obey your request as a command.

It is an absolute honour, on behalf of Her Majesty’s Opposition, to respond to this debate on rail investment and Government betrayals. Indeed, from the moment I became a shadow Minister for railways, I have been waiting patiently—impatiently, in fact—like an overly keen train spotter, for the integrated rail plan, but what a complete let-down. For well over a year, I have received so many assurances that it would be published soon, very soon, that I had taken to calling it the mythical rail plan, but perhaps the Minister was simply too busy picking his secret Santa gift for the Downing Street party to finish it in time last year. Perhaps I can recommend that his secret Santa splashes out on a dictionary for him this year, because there are a few words around this rail plan that Ministers may wish to look at. “Soon” is certainly one of them, but “promise”, “commitment” and “betrayal” are a few other words that come to mind, having now seen the Government’s disintegrated rail plan, as so eloquently highlighted by so many hon. Members.

I thank the many right hon. and hon. Members who have contributed today, and who share the passion that is so clearly felt by their constituents and many others across our country regarding the Government’s abysmal plans for our rail network. They have spoken so eloquently and powerfully—none more so than my hon. Friend the Member for Sheffield, Heeley (Louise Haigh), who gave a detailed exposé of the Government’s betrayal. Hon. Members’ comments about disappointment in the lack of Government ambition are echoed by many of those affected.

[Jacob Young]

Will the hon. Member give way?

[Rachel Hopkins (Luton South) (Lab)]

Will my hon. Friend give way?

[Mr Dhesi]

The hon. Member for Redcar (Jacob Young) has made many interventions and has spoken. As directed by you, Mr Deputy Speaker, I am looking to take interventions, within the limited time, from those individuals who have not yet spoken, including my hon. Friend the Member for Luton South (Rachel Hopkins).

[Rachel Hopkins]

My hon. Friend is talking passionately about our constituents’ enthusiasm for investment in rail. Does he agree that rail investment needs to be integrated through rail and infrastructure, so that stations that are decrepit, such as Luton station, get the investment they need so that they can be rebuilt to be fit for the 21st century?

[Mr Dhesi]

My hon. Friend makes an excellent point and is a passionate exponent of what is required for her constituency. Indeed, other hon. Members have highlighted the dilapidated state of many stations and other infrastructure.

Given that the Secretary of State is keen on quotes from northern leaders and industry experts, I thought I would share some so that he and the Minister can become familiar with theirs views and are left in no doubt. The National Union of Rail, Maritime and Transport Workers noted that the Government’s decisions are

“driving decline in our railways”.

The Transport Salaried Staffs’ Association and Unite unions were of a similar view, given the huge loss of well-paid, unionised jobs, and the loss of skills and apprenticeships thereafter.

The metro Mayor of Liverpool, Steve Rotheram, whom the Secretary of State quoted, said that the Government are just offering “scraps off the table”. ASLEF aptly described the plans as “levelling down”. Transport for the North called them “woefully inadequate”. The Mayor of Manchester, Andy Burnham, who has been quoted by Government Members on many occasions, observed that instead of NPR, the north just got PR. The Northern Powerhouse Partnership, headed up by the Government’s old friend, the former Chancellor, George Osborne, said that these plans disappointed “virtually everybody”.

When six major newspapers in the north of England all united to run the same powerful front page, calling on the Government simply to deliver what they promised on rail—nothing more, nothing less; just what they promised—it should have been a wake-up call to Ministers that they cannot substitute proper investment with the usual Government spin, so why did the Department so blatantly ignore those who actually live, work and travel in the north and midlands when pulling these proposals together? Were the years spent compiling this and other reports not enough to meet stakeholders and listen to their suggestions, or did Ministers simply ignore them?

The scale of the Government’s under-delivery on promises would be surprising if we had not been paying close attention to their past record. Just last year, the Minister noted:

“The Government recognise the importance of improving rail connectivity to Bradford—for the local community, for passengers and for the regeneration opportunities that it could bring.”—[Official Report, 30 June 2021; Vol. 698, c. 72WH.]

Yet, when it comes to actioning this plan, Bradford has been left high and dry—as has been eloquently highlighted by Members from Bradford and Yorkshire, and indeed by the West Yorkshire Mayor, the wonderful Tracy Brabin —with no new high-speed connection between Bradford and Leeds and no new station, despite it being a city that houses more than half a million people. It has the UK’s worst rail connections for a city of such stature.

And then there is the eastern leg of HS2 to Leeds. I have simply lost count of the number of times the Government have assured the House, myself—for over a year, from that Dispatch Box—and the public that this will go ahead “in full”. I am therefore sure that the people of Chesterfield, Sheffield and Leeds were surprised, to put it mildly, to find out that they would no longer be connected by HS2. Northern Powerhouse Rail may as well have been cancelled under Government plans, with a half-baked version delivering only for a select few going ahead, despite being promised over 60 times by the Government. Why would the British people believe a single word that this Government say?

In February 2020 the Prime Minister told the House, with regard to HS2 and Northern Powerhouse Rail, that

“both are needed and both will be built as quickly and as cost-effectively as possible.”—[Official Report, 11 February 2020; Vol. 671, c. 713.]

So why has he gone back on his word once again? By which date—perhaps the Minister could answer this—had the Government decided to betray the investment promises that they made? Was it before the IRP was published recently, or was it while they were still making commitments to this House that plans would be delivered in full? Did they ever intend to keep their word? We cannot continue to fail rail passengers due to Government incompetence. Under-delivering on our rail network will have consequences for decades to come. Transport has lasting consequences for the way that people live their lives—the types of jobs that they are able to do, the holidays that they take, and the areas that they choose to live in. Breaking promises on such fundamental parts of our society is truly unforgivable.

This Government have become famous for their U-turns, so I ask the Minister: will the Government U-turn one more time to benefit our northern towns and cities? Will he take the opportunity today to reverse his decision to scale back plans for the north and instead keep the commitments that the Government have regularly promised? Labour Members know that breaking promises on such fundamental issues, especially to communities crying out for proper investment, is unforgivable. Will he do the right thing today, because people will not settle for crumbs? They deserve the full deal.

Oral Answers to Questions

Tanmanjeet Singh Dhesi Excerpts

Thursday 4th November 2021 Commons Chamber

[Andrew Stephenson]

The hon. Gentleman will know that I know Bradford well, as I represent a constituency just down the road, on the sunny side of the hills. The Government are committed to supporting the aspirations of local leaders across West Yorkshire. We recognise that Bradford is an important economic centre in the north, with a growing and young population. We continue to look at the evidence for building a new station in Bradford, and decisions, as he knows, will be outlined in the integrated rail plan in due course.

[Mr Tanmanjeet Singh Dhesi (Slough) (Lab)]

My thoughts and prayers are with all those affected by the Salisbury train collision and I wish those who have sadly been injured a speedy recovery. We must, in the near future, get to the bottom of how such an incident could ever have occurred.

After the Budget, northern leaders were left even more bemused than before about Government plans for the north. There was no mention of Northern Powerhouse Rail and nothing more on HS2’s eastern leg or the midlands rail hub. There is still no rolling programme of electrification and no sign of the mythical integrated rail plan, which Ministers have kept referring me to for over a year. What a complete lack of ambition for the north. How did this happen? Was it because the Secretary of State could not convince the Chancellor to invest in our country’s railways, or was it because the Chancellor thought that giving tax cuts to already wealthy bankers was far more important?

[Andrew Stephenson]

Let us not pretend that we are not getting on with the job of investing in the north of England. We have invested £29 billion in northern transport since 2010, and in the Budget that the hon. Gentleman referred to, we announced over £1 billion for Greater Manchester, over £830 million for West Yorkshire and £570 million for South Yorkshire. I am delighted to say that the integrated rail plan is not just coming soon—it is now coming very soon.

Transport Funding: Wales and HS2

Tanmanjeet Singh Dhesi Excerpts

Tuesday 26th October 2021 Westminster Hall

[Mr Tanmanjeet Singh Dhesi (Slough) (Lab)]

It is a pleasure to serve under your chairmanship once again, Sir Edward. I congratulate my hon. Friend the Member for Swansea West (Geraint Davies) on securing the debate. He is more often in the Chair than addressing it, so it is great to see him in his place. He made a compelling case for a redesignation of the funding formula so that HS2 is considered England-only. As right hon. and hon. Members have heard, that would mean that under the Barnett formula, up to £5 billion more could flow into Wales’s rail infrastructure and put Wales on the same basis as Scotland and Northern Ireland when it comes to the formula’s consequentials.

My hon. Friend makes that argument not only because he is a doughty and dogged champion for the people of Swansea, and indeed, the whole of south Wales, but because he rightly identifies that rail infrastructure in Wales is in pressing need of investment and modernisation. The redesignation of HS2 as England-only is a sensible and practical way to release funds to upgrade the railway in Wales. It was, after all, one of the recommendations of the cross-party Welsh Affairs Committee. In its report on 6 July, the Committee concluded:

“There is a strong environmental and economic case for substantially enhancing the rail infrastructure that serves Wales, and the passenger experience of slow services and inadequate stations only underlines the need for an upgraded network.”

In its conclusions, the Committee reported that:

“Wales will not benefit in the same way as Scotland and Northern Ireland from Barnett consequentials arising from the HS2 project. This is despite the fact that UK Government’s own analysis has concluded that HS2 will produce an economic disbenefit for Wales. We recommend that HS2 should be reclassified as an England only project. Using the Barnett formula, Wales’ funding settlement should be recalculated to apply an additional allocation based on the funding for HS2 in England. This would help to ensure that Welsh rail passengers receive the same advantage from investment in HS2 as those in Scotland and Northern Ireland.”

The case is clear in the Committee’s findings, and it is indeed compelling. When the Minister responds, I hope he will not merely dismiss it out of hand, but instead consider carefully the many expert opinions in favour of such a move, including the Committee’s recommendations and the thought-provoking speeches of my hon. Friend the Member for Swansea West and the right hon. Member for Dwyfor Meirionnydd (Liz Saville Roberts), and the invaluable contribution from the hon. Member for Carmarthen East and Dinefwr (Jonathan Edwards).

The Opposition remain 100% committed to HS2. A Labour Government would listen carefully to local concerns and place environmental factors at the heart of the project, but we would get on with the job at hand. We see new high-speed rail as part of a much larger modernisation of our railways. We would invest in new lines and stations and open up all parts of the UK, and therefore the economy, with affordable, efficient railway services—services that are accessible to all, including young people, people with disabilities and people on low incomes; services that are safe and clean, and services that are integrated across the transport system of walking, cycling, buses, ferries, light railways, trams and road systems. A great example would be the electrified metro for the Swansea Bay city region, which my hon. Friend the Member for Swansea West so ably championed and which I thoroughly support.

We want significantly more freight off lorries, off our roads and on to the railway, and we would accelerate the electrification of the railway with a rolling programme of upgrades. The Conservative Government’s decision to cancel the electrification of the Great Western main line from Cardiff to Swansea was short-sighted and bad for the environment, and it should now be reversed. It is absurd that the Great Western Railway’s Hitachi bi-mode trains run on diesel mode between Cardiff and Swansea and switch to the less polluting and more efficient electric mode on the rest of the route in England, including as it goes through the wonderful town of Slough.

As the right hon. Member for Dwyfor Meirionnydd rightly noted, in England trains can reach the magic inter-city speed of 125 mph, but once on the Welsh side of the Severn tunnel, they slow to average speeds well below 100 mph—not so much levelling up as slowing down. Will the Minister update us on the Department for Transport’s stalled plans for the electrification of the railway in Wales? The last Labour Government rightly prioritised and invested billions of pounds in modernising our old, inefficient rolling stock. Having achieved that, the priority of the last decade should have been the electrification of our rail lines.

[Liz Saville Roberts]

We heard from the hon. Member for Montgomeryshire (Craig Williams) about the significance of the line from Holyhead into England. There has been no mention in the slightest of that being electrified. Those lines have some of the most polluting rolling stock, and we have no alternative in many cases but to use it. That is not the transport infrastructure of the 21st century, which, just days before COP26, is what we should be discussing.

[Mr Dhesi]

The right hon. Lady is absolutely right. I recently visited my family and saw the wonders of north Wales, and, although it was lovely to see the scenic countryside on steam railways and the like, what was sorely missing was an electrified rail network. That would greatly benefit the good people of Wales, and that is why there needs to be greater investment in Wales, and in particular in electrification.

[Dr Wallis]

The hon. Gentleman said that electrification would benefit the people of Wales. My constituents already benefit from the electrification of the line to Cardiff. I have regularly travelled into London, both before and after I was elected as a Member of this House. The train journey times into Paddington from the main station in my constituency are already about 18 minutes shorter. The decision that electrification would not go as far as Swansea, although disappointing, did allow for immediate investment in new, more comfortable and more environmentally friendly trains. Does the hon. Gentleman agree with me that people in my constituency in south Wales do currently benefit from electrification?

[Mr Dhesi]

I thank the hon. Gentleman for that intervention. However, although his constituents in Bridgend, in south-east Wales, may benefit from the electrified railways towards Bridgend and Cardiff, it is absolutely absurd that people in south-west Wales and beyond are missing out.

It is also absurd that the hon. Member for Montgomeryshire (Craig Williams), who is no longer in his place, and the hon. Member for Bridgend (Dr Wallis) are arguing against more money for Wales. If people in Slough felt that they were missing out on resources and funding, they would be up in arms. The hon. Member can bet his bottom dollar that, if the route through the wonderful town of Slough was not electrified, the likes of me would be constantly arguing that we needed more investment in Slough and more electrification of our rail lines. That is the way we are going to tackle the climate crisis.

[Dr Wallis]

I thank the hon. Gentleman for giving way again. As the Member of Parliament for Bridgend, I am certainly not arguing for less money for Wales, and, were my hon. Friend the Member for Montgomeryshire (Craig Williams) still here, he would be able, as Parliamentary Private Secretary to the Chief Secretary to the Treasury, to tell the hon. Gentleman just how many bids had gone in and just how much money we wanted. It is not fair to say that I and my hon. Friend the Member for Montgomeryshire, who is no longer here to defend himself, are arguing for less money for our constituents. Our point is that HS2 does benefit the people of Wales, particularly those in mid and north Wales. It benefits the entire economy of the United Kingdom. It is a British project, and therefore the assumption that it should be fully Barnettised is simply not right.

[Mr Dhesi]

I thank the hon. Gentleman, but Wales is missing out. Some £5 billion of Barnett consequentials is not an insignificant sum. As I have pointed out before, the good people of Scotland and Northern Ireland benefit from Barnett consequentials, and none of the track actually goes through Wales. As has been argued, there is a need to increase the links between mid or north Wales and Birmingham, Liverpool and Manchester, but as has been pointed out, north to south there is still reliance on steam trains. If that were the situation in Slough, rest assured we would not settle for that. We would ask for more money and our share of resources.

The people of Wales are missing out. That is why the Labour party supports the proposal. It is clear that railway must drive the green revolution, just as it once powered the industrial revolution. Electrification is key. The old fragmented franchise model is dead. The modern railway is still waiting to emerge. Properly funded, publicly owned and strategically led, the railway can become the clean, green, affordable and efficient pride of Great Britain. It can boost our economic recovery after covid-19. It can transport us into the low-carbon and post-carbon economy and it can be a vital part of economic and social renaissance in Wales, but not without the investment we know is needed.

[Geraint Davies]

My hon. Friend is making an excellent speech. He may already know that between Cardiff and Swansea, where the electrification stops, the air quality deteriorates because of the diesel fumes. I chair the all-party parliamentary group on air pollution, and I have measured it—it is up to 5 micrograms per cubic metre in the carriage. People are being exposed to pollution unnecessarily. He will also be aware that Transport for Wales now has the skills infrastructure to deliver on the ground speedily while the Department for Transport has multiple priorities and is focused on HS2. We have the skills, but we need the money. Let us get the job done.

[Mr Dhesi]

My hon. Friend makes a powerful point. He has contributed a great deal to the debate on pollution as the chair of the all-party parliamentary group on air pollution, of which I am a member. I am fully aware of the impact on communities of not having electrified rail infrastructure. I am also aware of the review that the Welsh Government is undertaking on investment in rail across south Wales and beyond, so my hon. Friend makes some apt points.

It is surely wrong that HS2 will reduce the London to Manchester journey time to one hour and 10 minutes but London to Swansea will still take three hours. We must invest in and upgrade the Ebbw valley, the Maesteg lines, the Welsh Marshes line, Cardiff Crossrail and more. Levelling up must be for every part of our United Kingdom: not just Manchester but Milford Haven and Merthyr Tydfil; not just Leeds but Llanelli and Llandudno; not just Birmingham but Bangor and Bridgend. The £5 billion from Barnett consequentials would be a good start. I hope the Minister will give us good news.

HS2

Tanmanjeet Singh Dhesi Excerpts

Monday 13th September 2021 Westminster Hall

[Mr Tanmanjeet Singh Dhesi (Slough) (Lab)]

It is a pleasure to serve under your chairmanship, Mr Mundell. I am grateful to hon. Members for speaking so passionately and eloquently about what can be a very divisive and emotive issue for our constituents. Hon. Members have put forward their well-considered views on what is such an important topic for the future of our transport system, and I know that people who have signed the petition have important concerns that must be addressed. Although I believe that HS2 should continue to be built, and built in full, I feel that the Government have failed to address such concerns adequately.

The debate comes at a very important time for the HS2 project. A year ago today, formal construction on the project began—building from London to Birmingham, rather than starting from the north, as Labour advocated. In that time, HS2 has launched two giant tunnel-boring machines, provided 20,000 jobs and done much more besides. It has taken over a decade to get to this point. Back in 2009, a Labour Government announced the birth of the project in the face of growing rail usage by passengers and freight, which was caused by:

“Passenger choice, better rail services, road congestion and environmental factors”.

The project aimed to cut journey times and, crucially, increase capacity substantially.

Until recently, that remained unchanged. Between June 2018 and June 2019, the number of passenger journeys reached a staggering 1.77 billion. As home working became the norm, questions naturally arose around HS2, as hon. Members have highlighted. One of the main critiques from the petition is the substantial impact of the pandemic. There is no denying that the past 18 months have had a substantial impact. At its lowest last year, the level of rail usage dipped to a mere 4% of the norm. As people tentatively return to offices, many have chosen to drive rather than use our railways, with train commuting at just 33% of 2019 levels. However, the answer is not to give up, end construction and abandon the progress that HS2 could make on decarbonising billions of passenger and freight miles.

[Andrew Bridgen]

I wonder whether the hon. Gentleman received the 85 megabytes of documentation from whistleblowers within HS2 and the Department for Transport, which indicated that phase 1 is now unlikely to be open for passengers before 2041 and that the whole project is going to be £160 billion in today’s money. Phase 1 is already £70 billion, and the enabling works are running massively over budget. They are being suppressed, and that is going to be thrown into the main budget at the end.

[Mr Dhesi]

I thank the hon. Gentleman, who has supported the point that I have made thus far and will continue to make in my speech—namely, that the Government do not have a grip on the project. It is right that the opinions of whistleblowers and others in our communities are taken into account, because we cannot have ballooning costs and we must ensure that the project is delivered in full but also within budget.

As I was saying, we cannot abandon the progress that HS2 could make on decarbonising billions of passenger miles and, as hon. Members have pointed out, freight miles. We cannot reverse the construction progress made or the jobs created. It is about making our railways work better for passengers. It means committing to HS2 in full, including the eastern leg to Leeds. I know that people feel passionately about that, especially in the east midlands and the north, including those to whom I have spoken in and around Leeds. It is about ensuring connectivity for onward travel at HS2 stations, whether that is bus stops, taxi ranks or park and ride. It is about making flexible season tickets actually flexible, reducing delays, improving our rolling stock and guaranteeing that it is modern, clean and accessible. The project should be run efficiently, and issues, such as those raised about the local environment and local communities, should be addressed.

As I am sure the Minister knows, I am not alone in these concerns. I know that my hon. Friend the Member for Oxford East (Anneliese Dodds) has written to him about ancient woodlands and the environmental impact of HS2 on behalf of her constituents, as well about the uncertainty around the project.

[Joy Morrissey (Beaconsfield) (Con)]

Speaking on behalf of the people of Denham and the ancient woodlands in Denham Country Park and Colne Valley, there has been destruction to the ancient woodlands and aquifer there. We are at the coalface. I ask that we remember the environmental damage being done.

[Mr Dhesi]

I thank the hon. Lady. I gave way to her because she is my neighbour and I know she wanted to get those things on the record on behalf of her constituents. I agree with her to the extent that when I last spoke extensively on this matter in Parliament, it was when the Government accepted Labour’s amendments on two key issues: reporting on the impact on our ancient woodland and protecting it, and properly consulting local communities. I hope the Minister is mindful of these two important factors in the continued construction of HS2.

Ultimately, it is those in the villages, towns and cities along the route who best know the environmental and logistical issues HS2 will bring. Prioritising engagement and transparency is the best way to deliver this project. In order to encourage even more people to travel by rail as one of the least polluting mass transport forms, rail should be the most convenient, affordable and connected option. We cannot lose sight of the initial reason for building this project. If we fail to provide these solutions for passengers, they will simply resort to more polluting and convenient forms of travel.

[Matt Western (Warwick and Leamington) (Lab)]

Will my hon. Friend give way?

[Mr Dhesi]

This is definitely the last intervention—briefly please.

[Matt Western]

Does my hon. Friend agree that, given the number of Members attending today and the scale of the project, this sort of debate is worthy of the main Chamber and having more time?

[Mr Dhesi]

I thank my hon. Friend. Yes, I am always happy to engage in a debate in the main Chamber. Given the level of excitement and passion among hon. Members, I think the Government and the Leader of the House should look closely at that.

Just last week, the Rail Delivery Group warned that a further 20% shift from rail to roads would lead to an increase of some 300 million hours of traffic congestion. We cannot allow the pandemic to push us backwards in our plight of decarbonising transport. The impact of returning commuters and building HS2 is wider than just transport, with £30 billion in high street spending that is crucial for keeping businesses open in our towns and city centres. Many businesses and commuters have made crucial plans around the guarantee of HS2 being delivered, and the Government have promised that it will stimulate the economy and rebalance the north-south divide.

However, continued failures of Government to properly commit to the eastern leg to Leeds paints a very different picture. No integrated rail plan, no Northern Powerhouse Rail and no eastern leg—does the Minister think that is good enough? Siemens, Hitachi, Alstom, Aecom, British Steel, Mace, Babcock and many other businesses certainly do not. This week, they noted that

“scaling back the line would have a ‘devastating impact on confidence’ in the industry”

and that

“it is the communities in those regions who will be most let down should the eastern leg not move forward”.

I ask the Minister to address this in his response. The Government’s usual dither and delay will not cut it. The mismanagement of HS2 has left Government contemplating a decision to abandon those promises. Ballooning costs and persistent delays, which have become characteristic of this Government, have hurt communities, leading to some losing their confidence in such a project. That is why I urge the Government and HS2 to get a grip on this.

Although the Labour party stands behind the completion of HS2, that does not mean that constituents’ concerns can be ignored. I hope the Minister has listened today and will provide some concrete reassurance on the environmental, cost and business case for HS2. If we do not commit to it in full, significantly increase capacity in our network and encourage a seismic shift towards rail, I fear net zero may be out of reach and communities will be left behind. We must therefore ensure that the Government deliver on their promises.

[David Mundell (in the Chair)]

Can the Minister ensure that we have a minute at the end for Ms Owatemi to respond to the debate?

Oral Answers to Questions

Tanmanjeet Singh Dhesi Excerpts

Thursday 9th September 2021 Commons Chamber

[Andrew Stephenson]

Both the HS2 and East West Rail projects undertook full surveys of road conditions for the designated lorry routes prior to the construction works commencing. HS2 Ltd and East West Rail Company must ensure that all road damage as a result of construction works is repaired to the standard reported in those surveys. My hon. Friend continues to be a vocal champion for his constituents, and I look forward to continuing to work with him on this and other issues.

[Mr Tanmanjeet Singh Dhesi (Slough) (Lab)]

Earlier this year, the Prime Minister told this House that the Government were

“going to develop the eastern leg as well as the whole of the HS2.”—[Official Report, 10 February 2021; Vol. 689, c. 325.]

Last year, he told the House that plans for HS2’s eastern leg remained “absolutely unchanged”. So when reports surfaced over the summer that Ministers planned to mothball the eastern leg, I was absolutely shocked. A U-turn, Mr Speaker? Another broken promise from this Government? Surely not.

Being the helpful person that I am, I want to help the Government put this scandalous rumour to bed once and for all. Can the Minister, rather than giving the evasive answer that he gave me last year about waiting for some sort of integrated rail plan, confirm that the eastern leg of HS2 will be built in full, on time and on budget?

[Andrew Stephenson]

I think the shadow Minister knows my answer. As the Prime Minister announced, we are working on the integrated rail plan, which is progressing well. It is only right that Ministers take time to fully consider all the evidence from all the stakeholders, regional leaders, the National Infrastructure Commission and the Government’s own analysis before making a decision. This is a cross-Government decision, but we intend to publish the integrated rail plan soon.

Draft Railway (Licensing of Railway Undertakings) (Amendment) Regulations 2021

Tanmanjeet Singh Dhesi Excerpts

Tuesday 13th July 2021 General Committees

[Mr Tanmanjeet Singh Dhesi (Slough) (Lab)]

It is a pleasure to serve under your chairmanship, Mr Hollobone.

I want to address the future of rail passenger and freight services using the channel tunnel and the high-speed link to London. The statutory instrument is all about the licensing arrangements for the operation of the services, but surely the more salient question is whether there will be a viable service to license. The Opposition firmly believe that the Eurostar service has a central role to play in our post-pandemic transport system, and we support the shift of international passengers from air to rail wherever possible.

High-speed rail is responsible for 80% less carbon emissions than the alternatives and I have been consistently calling for a huge rolling programme of electrification across the rail network, and a post-diesel railway. High Speed 1 must remain a central part of that clean, green future; it was the first high-speed link, but it must be the first of many across the UK. And yet the Eurostar service is under threat.

There is a real danger that the licensing regime under consideration today will have nothing to license if Eurostar goes under. The facts are stark: a 95% fall in demand; one service a day, instead of 50; a collapse in revenue from £1 billion in 2019 to just £180 million a year later; and the company is struggling with huge debts and the need to raise finance from shareholders and loan facilities. For example, in May this year the shadow Transport Secretary, my hon. Friend the Member for Oldham West and Royton (Jim McMahon), wrote to the Transport Secretary to point out that stations in Kent have been closed for the Eurostar service; UK jobs lost; and that the company was operating at less than 3% of its normal revenues.

The situation is not merely one in which Ministers are slow to respond, intransigent or that the focus has been elsewhere. No, it is much worse than that. The Secretary of State’s appearance before the Select Committee on Transport let the cat out of the bag when he said:

“It is not our company to rescue”.

It is true that the Government divested themselves of their shares in Eurostar back in 2015, but privatising the British people’s share of that vital public service has left us without the levers to protect it. Yet again, we witness privatisation driven by ideology, not practical common sense. Today, it is simply not good enough for Ministers to divest themselves of all responsibility and to turn their backs.

We will abstain on the SI. I invite the Minister to address my questions. Does she see a long-term future for Eurostar? What communications has she had with her French counterparts? What discussions have Transport Ministers had with the Treasury to devise a rescue package? Will she guarantee today that Eurostar will not collapse under her watch?

Oral Answers to Questions

Tanmanjeet Singh Dhesi Excerpts

Thursday 24th June 2021 Commons Chamber

[Andrew Stephenson]

Through the Manchester recovery taskforce, of which Transport for Greater Manchester is a member, we are working with organisations across the rail industry to develop the service and infrastructure options that will address the congestion and reliability issues across Greater Manchester and, I hope, improve the experience of all rail passengers across the region.

[Mr Tanmanjeet Singh Dhesi (Slough) (Lab)]

This Government have a track record of over-promising and under-delivering. We know that if the north had received the same investment as London over the last decade, it would have seen £66 billion more. For all their bluff and bluster about levelling up in the north, what do we see? Services between Newcastle and Manchester to be halved, the proposed increase in the frequency of services between Teesside, Sunderland and Newcastle scrapped, Transport for the North’s budget to be cut by 40%, and now Government sources saying that they plan to pull the plug on Northern Powerhouse Rail. Just to ensure that there is no further backtracking, will the Minister guarantee that Northern Powerhouse Rail will be delivered in full, on time and on budget?

[Andrew Stephenson]

Of course, the hon. Gentleman tempts me to prejudge the integrated rail plan, which I will not do, because no decisions have been taken yet. However, I am happy to confirm that we are getting on with investing in Transport for the North; we are not waiting for the integrated rail plan to be delivered. On top of the billions of pounds that we have already invested in transport across the north, just on 26 May we announced two new stations outside Leeds—White Rose and Thorpe Park—and we announced an additional £317 million for the TransPennine route upgrade. Of course, over 60% of the region is now covered with metro Mayors, with historic devolution settlements. We are getting on with investing in the north of England.

Covid-19: Support for Aviation, Tourism and Travel Industries

Tanmanjeet Singh Dhesi Excerpts

Thursday 24th June 2021 Westminster Hall

[Mr Tanmanjeet Singh Dhesi (Slough) (Lab)]

I express my gratitude to the hon. Member for Crawley (Henry Smith) for securing this important debate. As we know, the past 15 months have scarred many of our once-thriving and great industries, which have been struck down by the consequences of a devastating pandemic, but the aviation, tourism and travel industries have been especially hard hit.

Despite bringing in £22 billion to the UK economy in a normal year and sustaining thousands of jobs, including in my Slough constituency, the Government seem to have left the industry largely to fend for itself, even though restrictions have reduced international travel by 97%. Coronavirus measures have undoubtedly saved lives and protected the NHS, but they have not come with the levels of financial support required. Some 50% of all aviation staff are still on furlough. UK airlines have announced over 30,000 job cuts, and a further 1.5 million jobs are still at risk. That is without taking into account the supply chain and supporting businesses that rely on the aviation and tourism sectors.

Given my Slough constituency’s proximity to Heathrow airport, I know all too well the impact that the situation has had on our community. My inbox has been full of correspondence from airline workers, ground staff, taxi drivers, travel agents, retail workers and others who have been left behind despite working in the industry for decades. Behind each of the numbers, there is a lifelong career, a family being supported and a passion being fulfilled. Real people are involved here, and they have been continually let down by Government through no fault of their own, which is why Government should step in. Restrictions must come with measured and tailored support. The Labour party has been clear about that all along in discussions with unions, airlines and airports. Political squabbles will not help those who have lost their jobs, but assured and sensible action from Government will.

It is clear what is needed: a bail-out package for aviation on the conditions that a clear climate plan is in place and that companies have set out terms to protect workers and their rights. Rather than delivering that and ensuring that struggling industries flourish post pandemic, the Government have taken their usual approach of confusion and backtracking, with bluster over the amber list, being too late to put countries on the red list and providing little clarity for passengers.

The mess we have seen over the last few weeks on the quarantine policy epitomises that, so why have the Government not reviewed the policy and outlined options for robust testing in airports to safely minimise the need for 14-day quarantine periods? Why have they left passengers, including my own Slough constituents, to pay thousands for quarantine hotels without sufficient access to drinking water and good-quality food? Why did Ministers not prevent, from the outset, the mixing of passengers from green list countries with those from covid hotspots? Why is it one rule for elites who have the ear of Government, and another rule for hard-working Brits? The whole thing is chaotic.

Like all here today, I want to see a thriving and greener aviation sector in a post-pandemic Britain. If we are to achieve that, we must ensure that adequate support is available now, because this shambles has gone on for long enough.