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

I inform the House that Mr Speaker has selected amendments (a), (b), (c) and (d) as listed on the Order Paper. I will call the hon. Member for Stoke-on-Trent South to move his amendments formally at the end of the debate.

I beg to move,

That it be an instruction to the Select Committee to which the High Speed Rail (Crewe - Manchester) Bill is committed to deal with the Bill as follows:

(1) The Committee shall, before concluding its proceedings, amend the Bill by—

(a) leaving out provision relating to a railway between a junction with Phase 2a of High Speed 2 south of Crewe in Cheshire and a point in the vicinity of the parish of Millington and Rostherne in Cheshire,

(b) leaving out provision relating to a railway between Hoo Green in Cheshire and a junction with the West Coast Main Line at Bamfurlong, south of Wigan, and

(c) making such amendments to the Bill as it thinks fit in consequence of the amendments made by virtue of sub-paragraphs (a) and (b).

(2) The Committee shall not hear any petition to the extent that it—

(a) relates to whether or not there should be—

(i) a railway between a junction with Phase 2a of High Speed 2 south of Crewe in Cheshire and a point in the vicinity of the parish of Millington and Rostherne in Cheshire, or

(ii) a railway between Hoo Green in Cheshire and a junction with the West Coast Main Line at Bamfurlong, south of Wigan, or

(b) otherwise relates to a railway mentioned in sub-paragraph (a).

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

(4) The matters referred to in paragraph (3) are—

(a) the provision of a high speed railway between a point in the vicinity of the parish of Millington and Rostherne in Cheshire and Manchester Piccadilly Station,

(b) in relation to the railway mentioned in sub-paragraph (a) as set out on the plans deposited in January 2022 in connection with the Bill in the office of the Clerk of the Parliaments and the Private Bill Office of the House of Commons, its broad route alignment, and

(c) the fact that there are to be no new stations (other than Manchester Piccadilly and Manchester Airport) on the railway mentioned in sub-paragraph (a).

(5) The Committee shall have power to consider any amendments proposed by the member in charge of the Bill which, if the Bill were a private bill, could not be made except upon petition for additional provision.

(6) Paragraph (5) applies only so far as the amendments proposed by the member in charge of the Bill fall within the principle of the Bill as provided for by paragraphs (3) and (4) above.

With this it will be convenient to discuss:

Amendment (a), in paragraph (1)(a), line 2, leave out from “vicinity of” to end and insert—

“Chainage 281+350 in the parish of Millington and Rostherne in Cheshire, including all structures relating to a junction with the now cancelled Phase 2b railway between this point and a junction with Phase 2a of High Speed 2 south of Crewe,”.

Amendment (b), after paragraph (1)(b) insert—

“() leaving out provision for the Ashley Infrastructure Maintenance Base - Rail, and”.

Amendment (c), in paragraph (1)(c), line 2, leave out “and (b)” and insert “, (b) and ()”.

Amendment (d), in paragraph (4)(a), line 1, leave out “high speed”.

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.

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?

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.

My hon. Friend raises an important point in saying that we should repurpose the Committee. However, the amount of spend for Northern Powerhouse Rail is potentially quite different from what was agreed before, and he is almost depriving the House of the ability to have a proper view of it and to decide how much money is spent on the project.

My right hon. Friend obviously believes the point he makes, but almost two years ago—I think it was back in June 2022—after Second Reading, this House passed the motion that has allowed the Select Committee to sit, and its remit was to look at phase 2b and also Northern Powerhouse Rail. By definition, we are looking to strip out the elements that are no longer relevant because HS2 phase 2b is not going ahead, but in my view the Committee should continue to sit to consider the parts that are still going ahead.

I thank my hon. Friend for being so generous in giving way. There is potentially a significant difference in cost, and in terms of the impact on communities. By taking this process and railroading it through—excuse the pun—the Minister is not giving the House a proper opportunity to discuss the detail and make a decision on it, unless he accepts that there will be no difference in cost between the two proposals.

The route selected as the preferred route, which the Bill Committee was tasked with hearing petitions on, remains exactly the same route as was previously identified. With respect, I contend that the Committee has already started its journey. It has already received petitions from those who feel they are affected by this issue, and I contend that that is the right vehicle. I have said warm words about the Committee’s Chair, and as I see the hon. Member for Easington (Grahame Morris) in his place, I also put on the record my thanks for his hard and heroic work.

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.

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.

Can the Minister tell the House when Northern Powerhouse Rail will be complete?

I cannot give the hon. Gentleman an exact and firm date, but I am seeking to put the Bill Committee back on track, rather than restart the entire process—something that has been championed and supported by the Mayors of Manchester and Liverpool, and others. By its very definition we will be looking to deliver the Bill back, so that we can crack on and give the hon. Gentleman an earlier date than he may perhaps believe will be the case.

Since the Network North announcement, we have been engaging local leaders and MPs about the form the connection between Liverpool and Manchester will take, and we have held many discussions with local leaders to establish what their communities want from such a link. Alongside that, we must ensure that the options being considered represent the best possible use of the £12 billion funding available. On 25 March I was able to deposit a written statement in this place on the outcome of those discussions. We have heard clear support for a railway with stops at Liverpool, Warrington Bank Quay, Manchester airport and Manchester Piccadilly. Local leaders also supported the plan that the new railway should follow the broad alignment set out in the 2021 integrated rail plan.

The section of railway that we are discussing today is part of the plan’s larger Northern Powerhouse Rail network. We will improve connections on both sides of the Pennines, both by building new lines and by upgrading existing ones. Trains on this line will go past Manchester and on to York via Leeds. We will also upgrade the existing railway between Leeds and Bradford to reduce journey times and increase capacity between those destinations. Stations will also be upgraded and made more accessible. The environmental impact of the network will be reduced by further electrification.

With this plan, towns and cities across the whole of the north will benefit from direct services to Manchester airport. Passengers travelling to the airport from Liverpool could see their journeys slashed by almost an hour, while passengers from Leeds could benefit from a 41-minute reduction. The new station at Manchester airport will unlock the potential to further promote the international airport, acting as a catalyst for growth across the north-west.

As the Minister knows, the commitment for Birmingham to Manchester was in three Conservative manifestos. What he is now announcing is controversial and breaks with the tradition of cross-party agreement that we have seen up to now. The offering in terms of east-west connectivity is laudable, but the fact that we cannot get a direct link and increased capacity—it is not just about speed—from Birmingham through to Manchester will affect the whole of the north-west and stop much of the wealth in the south from getting further north because of decreased business activity.

I take the hon. Member’s point. It comes down to choices, and the choice as led by the Prime Minister was to cancel the stages of HS2 north of Handsacre and dedicate those moneys to other parts of the north and midlands in particular to connect those cities, which would not have seen a direct benefit from HS2.

As an example, let us take Bradford, a city that felt sore that it had missed out from the integrated rail plan. That decision provides £2 billion for a new station for Bradford. The concern that Bradford would have had was that, as things had stood, it may have seen businesses relocate away to, say, Manchester, because not only was it not receiving anything, but Manchester was receiving a lot. Ultimately, it comes down to choices.