Gypsies and Travellers

Earl Attlee Excerpts

Thursday 16th February 2012 Lords Chamber

[Baroness Whitaker]

To ask Her Majesty’s Government whether they will consult on a fresh definition of Gypsies and Travellers which would entitle all persons with a cultural tradition of nomadism or of living in a caravan to Gypsy status for the purposes of planning policy and legislation.

[Earl Attlee]

My Lords, the Government published their new draft planning policy for Traveller sites for full public consultation last year. The consultation included a question about whether the current definition of Gypsies and Travellers for the purposes of planning policy should be retained. The Government are currently considering all responses to the consultation on their new draft planning policy.

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[Noble Lords]

Too long!

[Earl Attlee]

My Lords, the noble Baroness’s description of the current definition is right. Some of the responses to our consultation on our draft new planning policy for Travellers’ sites suggested that there should be a separate consultation on the definition. The Government are considering all the responses to the consultation. We shall have to wait to see what emerges from that.

[Lord Laming]

My Lords, does the noble Earl accept that one of the greatest challenges in respect of those who live a nomadic life is to secure continuous and proper education for the next generation—the children—so that they can have not only a choice in their lifestyle in the future and settle into society but fulfil their potential as human beings?

[Earl Attlee]

My Lords, the noble Lord is absolutely right, which is why I saw a separate briefing from officials at the Department for Education.

[Lord Tebbit]

My Lords—

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[Lord Avebury]

My Lords, can we now assume that there will be a further consultation on the revised national planning policy framework that incorporates a version of the Traveller document, as recommended by the CLG Select Committee? If so, will the new composite document include a revised and more inclusive definition of Gypsies and Travellers for the purposes of both housing and planning which is based on the Housing Act 2004?

[Earl Attlee]

My Lords, I am sorry that I cannot be more helpful to my noble friend but we will have to wait to see what the Government’s response is. However, we will not have to wait too long.

[Lord Tebbit]

My Lords, should there not be an assumption that those of us who live at a fixed abode cannot have the advantages of also living in a caravan and wandering around? Equally, should not those who want to wander around and live a nomadic life accept that there are disadvantages to it and not expect us to divvy up in some way or another to subsidise them?

[Earl Attlee]

My Lords, the noble Lord makes an interesting point. However, we all know what the problem is: poor education among Travellers; poor health outcomes; low life expectancy; and severe discrimination. We have policies to mitigate all these. However, at strategic level, successive Governments do not appear to understand what legitimate economic activity consistent with their culture Travellers should be engaged in. I will be taking up that matter with my right honourable friend the Secretary of State for Communities and Local Government.

[Baroness McIntosh of Hudnall]

My Lords—

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[Lord Richard]

My Lords, does not the problem go rather deeper than the way in which the Minister seems to be approaching it? The noble Lord, Lord Tebbit, put his finger on one of the issues. Is not the fact that there are not enough sites in this country the real reason why so many people who want to live a nomadic life cannot do so? Therefore, they have to go into static accommodation, which they probably do not want to be in anyway, and which no doubt has planning problems and upsets the neighbours. However, the real problem here is that there are not enough sites for nomadic peoples to go to.

[Earl Attlee]

My Lords, the noble Lord is right in his analysis. The problem is to find a long-term solution, which is why I referred to the problem of economic activity. Without legitimate economic activity for Travellers, local communities will not be keen on having Traveller sites near them. That is the nub of the problem.

[Lord Kilclooney]

My Lords, during this period of consultation, will the Government look further at the apparent ease with which foreign Gypsies and Travellers enter the United Kingdom?

[Earl Attlee]

My Lords, I am not sure exactly which problem the noble Lord refers to, because there are a few, but I will communicate with him outside the Chamber.

[Lord Boswell of Aynho]

My Lords, as a matter of equitable treatment, is it not reasonable that if we are asking Gypsies and Travellers to meet their obligations under the law we should at the same time devise the most sensitive and comprehensive measures of their nature and definition, so that they can avail themselves of their proper rights as a minority—and they should receive those rights as well as meet their obligations?

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[Earl Attlee]

I broadly agree with what the noble Lord is saying. Everyone has rights but they also have obligations—and the obligations are to comply with the law.

[Baroness McIntosh of Hudnall]

My Lords, I wonder whether the Minister could return to the question from the noble Lord, Lord Laming. The noble Earl said that he had received a briefing from the Department for Education on the issue raised by the noble Lord. Is he prepared to share with the House what the briefing says?

[Earl Attlee]

My Lords, I will have to write to the noble Baroness.

Cyclists: Accidents

Earl Attlee Excerpts

Wednesday 8th February 2012 Lords Chamber

[Baroness Gardner of Parkes]

To ask Her Majesty’s Government what plans they have to reduce the number of serious bicycle accidents in London.

[Earl Attlee]

My Lords, I am sure that all noble Lords will agree with me that every road accident is a tragedy. With regard to the roads in London, under devolution it is for the mayor and Transport for London to decide their cycling priorities and allocate their budget accordingly. We will of course continue to work closely with them to improve safety.

[Baroness Gardner of Parkes]

Is the Minister aware that more women cyclists are killed or suffer very serious injuries on these junctions than men? The reason, it is believed, is because the women wait at the red lights and the men go through them. Large vehicles turning left have a degree of difficulty in seeing people. For that reason, I would like his comments on the so-called “Trixie” mirror—not named after me, and nothing to do with me, I might add—which is proposed for large lorries. Will he also suggest that the Government look into the possibility of the system just being introduced in Paris whereby at dangerous junctions they will have specific lights for cyclists?

[Earl Attlee]

My Lords, the noble Baroness asked me about the male/female ratio. We are aware of the hypothesis. The figures for accidents are mercifully low but, unfortunately, increasing. It is difficult to extract measurable data to formulate policy or make effective regulations. The noble Baroness also talked about “Trixie” mirrors; these mirrors are placed on traffic signal posts and help HGV drivers to see cyclists on their near side in the blind spot at signalised junctions. The department provided approval to TfL to extend the use of these mirrors across the cycle superhighway network, and it will consider further requests for “Trixie” mirrors by other authorities. Unfortunately, I was not aware of the situation in Paris.

[Lord Berkeley]

My Lords, is the noble Earl aware that in the present mayor’s time in office accidents have actually increased? It is thought that he has increased the free-flowing of cars and lorries through the junctions, and reduced the time for pedestrians and cyclists to go across. He has also reduced the amount of space on the road for cycle lanes, and things like that—in spite of bringing in the new “Boris bikes”, which of course we all welcome. Could that be looked at? Do the Government think that the idea of a £200 million fund from the Campaign for Better Transport in London to help cycling facilities would help to reduce deaths?

[Earl Attlee]

My Lords, it is true that, in 2011, 12 out of the 16 cyclist fatalities in London involved a goods vehicle, with seven involving construction vehicles, but it is too early to see whether there are any undesirable trends. Both Transport for London and my department will study these matters very carefully indeed.

[Lord Mackenzie of Framwellgate]

Will the Minister indicate what proportion of these accidents are caused by people jumping the red lights, as the noble Baroness, Lady Gardner, suggested, and what the Government are doing to encourage the police to enforce the provision?

[Earl Attlee]

My Lords, the last point is the important one. It is an operational matter for the police how they enforce the law. Clearly, the mayor and other authorities will look closely at the police’s performance in driving down road traffic casualties generally, but in particular those of cyclists, because they are vulnerable road users.

[Lord Bradshaw]

My Lords, the “Trixie” mirrors to which the noble Baroness, Lady Gardner of Parkes, referred, have to be fitted on traffic signals and have to receive the assent of the Department of Transport under present regulations. Most authorities that wanted to use them would have to submit a form to the department for the Secretary of State or his representative to sign. Would the Minister look at that bureaucracy? He mentioned that the Government were re-examining the regulations with a view to improving them by 2014, but I do not think that comes under the definition of “soon” that we heard on an earlier Question.

[Earl Attlee]

My Lords, the noble Lord makes an important point about the need for the department to approve traffic signs. It is important that the traffic signs are consistent right across the United Kingdom to avoid a plethora of different designs of traffic signal, which would be very confusing to motorists.

[Lord Young of Norwood Green]

My Lords, does the Minister agree that, without trying to lay blame on cyclists or lorry drivers, we want to promote safer cycling and a greater awareness among lorry drivers? I venture to suggest that the problem is not just in London, although I cycle practically every day so I am aware of it. For the Minister’s benefit, I can say that the Paris experiment is about allowing cyclists to go through red lights where the situation is safe, so that will be interesting. Finally, could he give us any information on the number of accidents where wearing a cycle helmet would have improved the chances of a fatality not occurring?

[Earl Attlee]

My Lords, the Government encourage the use of cycle helmets but we think it undesirable, as did the previous Administration, to make them compulsory because this could have the unintended effect of reducing cycling despite its undoubted health benefits. On the question of turning left, my noble friend Lord Spicer has an Oral Question about left turns coming up shortly. As part of my research on that, I have just had a working lunch with the chief examiner of the Institute of Advanced Motorists.

[Lord Cormack]

My Lords, would the roads of London not be less congested and safer for cyclists, and indeed for us all, if there were restrictions on the hours in which delivery vehicles could operate?

[Earl Attlee]

My Lords, the noble Lord has asked a slightly wider question. There is a freight operator recognition scheme—FORS, a membership scheme—that aims to improve freight delivery in London. It is free, voluntary and open to any company operating vans or lorries in the capital. It has been developed by TfL and is a reward and recognition scheme with the aim of improving safety and operational efficiency.

[Lord Roberts of Llandudno]

My Lords—

People Trafficking

Earl Attlee Excerpts

Thursday 2nd February 2012 Lords Chamber

[Earl Attlee]

My Lords, I congratulate the noble and right reverend Lord, Lord Eames, on securing a debate on this important matter and I thank him for raising it today with his usual skill and measured tone. I broadly accept your Lordships’ analysis of the situation. The Government certainly share the noble and right reverend Lord’s forcefully put view that human trafficking is a horrendous crime that needs to be addressed in a systematic and co-ordinated way. Right at the top of that process is my right honourable friend the Home Secretary, and I can assure noble Lords that she takes this matter very seriously.

As noble Lords have rightly observed, estimating the numbers of adults and children trafficked into and within the UK is difficult owing to the hidden nature of this criminal activity, but through the national referral mechanism we are starting to gain some valuable data about the scale of the problem. We know how many victims are referred. What we do not know is how many trafficking operations were successfully deterred or disrupted by the policies of this Government and the previous Government. However, for those victims we do indentify, our systems are now much more able to support them, according to their individual needs. I do not accept that Ministers underestimate the scale of the problem just because we cannot accurately measure it.

In answer to the right reverend Prelate the Bishop of Derby, I agree that this is a moral issue. I am sure that Ministers would still not be happy even if we had reduced the numbers to only 100 people being trafficked. We would not stop until we could get it to almost zero. I assure the House that this Government continue to use all resources at their disposal to identify, prosecute and convict traffickers, often working with other countries to bring the perpetrators of this crime to justice.

The noble Baroness, Lady Goudie, talked about the problem of forced labour within the UK. I can assure her that the Government are well aware of that problem.

We continue to review our approach to trafficking to ensure that we remain one step ahead of those seeking to exploit our borders. My noble friend Lady Jenkin raised the problem of men being trafficked out of the UK to places such as foreign construction sites. I was not personally aware of this but I will discuss it with my officials afterwards.

Free movement between the UK and the Republic of Ireland continues to be of immense importance to the economic, social and cultural well-being of both countries. I can assure noble Lords that the UK and Irish Governments are working in partnership to prevent abuse of the common travel area by strengthening its external border while preserving the right of free movement within it for those who are lawfully present. That is enforced by the UK Border Agency and the police carrying out intelligence-led operations to target the potential abuse of the CTA and to identify those who would otherwise seek to avoid UK controls.

Many noble Lords have expressed concerns about the vulnerability of children seeking to travel on Eurostar. Children and any accompanying adults looking to travel to the UK by Eurostar are routinely interviewed at our juxtaposed controls in France and Belgium. Officers seek to establish the relationship between children and the adults who are accompanying them or meeting them on arrival in the UK before allowing them to leave the juxtaposed border control. If trafficking is suspected, they are immediately reported to the appropriate French or Belgian authorities.

The UK Border Agency closely monitors all trains arriving from Brussels and Lille and carries out detailed checks on passengers where it is suspected that a passenger has evaded the juxtaposed controls. Full ticket controls are routinely mounted at St Pancras, Ebbsfleet and Ashford upon notification of a potential passenger who is seeking to arrive in the UK with a ticket to Lille. To supplement this, multi-agency child safeguarding periodic monitoring exercises advised by Paladin are also conducted at St Pancras. We are currently working closely with our Belgian counterparts and Eurostar to resolve the underlying issues.

My noble friend Lady Doocey raised the problem of unaccompanied children. The travel documentation and letter of consent for all unaccompanied children on Eurostar services are examined by border force officers at the controls. It is important to understand that the form signed by the parent or guardian is not designed to be a reliable check in itself; rather, it is the starting point for any inquiries that might be made by the authorities as they see fit. My noble friend also asked me to give undertakings as regards this being an operational matter for Eurostar. Officers regularly contact the parents or guardians of unaccompanied children to verify the letter of consent for travel to the UK. If there is any cause for concern on the authenticity of the consent of the parent or guardian or about the reception arrangements in the UK, officers will interview the parent or guardian. If doubts persist after all appropriate checks have been undertaken, the UK Border Agency may prevent the child travelling to the UK unaccompanied. For those children who do travel, staff at St Pancras identify unaccompanied children as they disembark and escort them to the concourse to ensure that the sponsor is present and is known to the child.

However, in my capacity as government spokesman for DfT matters in your Lordships' House, I have asked my officials to seek a visit by me to Eurostar at St Pancras. I would expect to include an examination of British Transport Police operations in that visit. I am sure that as a high-profile and responsible operator, Eurostar will be keen to show me first hand how it deals with the problems which my noble friend has identified.

Many noble Lords, including the noble Baroness, Lady Massey of Darwen, and the noble and learned Baroness, Lady Butler-Sloss, are concerned that we might not be compliant with the EU directive because we do not appear to have a national rapporteur. However, the UK is already compliant with this measure through equivalent mechanisms in the form of the UK Human Trafficking Centre as the central repository for data and the interdepartmental ministerial group for oversight. I believe that this meets the need identified by the noble Earl, Lord Sandwich. This equivalent mechanism is broadly in line with practice among our EU neighbours. We are aware of only two countries within the EU that have an independent national rapporteur on human trafficking—the Netherlands and Finland—and I am not convinced that they each operate in the same way. Several noble Lords have referred to the interdepartmental ministerial group. We recognise the need to work across government and we will consider how to strengthen the group to fulfil the national rapporteur role in the coming months. It is important to understand that the EU directive on national rapporteurs requires a national rapporteur or equivalent mechanism to assess trends in human trafficking and activities on anti-trafficking, and to work with civil society organisations and to report. It does not require the role to be independent.

Responsibility for the care, protection and accommodation of child trafficking victims falls within the designated responsibilities of local authorities for safeguarding and promoting the welfare of all children under the provisions of the 1989 and 2004 Children Acts. To support local authorities, we recently revised practice guidance on safeguarding trafficked children with the Department for Education, which will aid practitioners in identification and safeguarding of child victims of this horrible crime. Once a child is placed in care, a care plan is drawn up by their allocated social worker bringing together a range of information and support. The social worker will assess suitable accommodation, educational support and other services based on need. This care plan is regularly reviewed by an independent reviewing officer to ensure that the child’s needs are being met. This will include stability, safety and emotional well-being. IROs are also able to assist the child in obtaining legal advice. My noble friend Lord McColl of Dulwich talked about his important amendments to the Protection of Freedoms Bill. I am sure that my noble friend Lord Henley is looking forward to responding in due course. New guidance for IROs makes it clear that every child has the right to be supported by an advocate. The advocate must accurately represent the child’s wishes and feelings, irrespective of personal views on the child’s best interests.

Another key area is that of missing trafficked children, a point raised by the noble Lord, Lord Rosser, among others. Your Lordships should not underestimate the progress the Government have made on this. The first CEOP scoping report on this issue, published in 2007, found a shocking 55 per cent of trafficked children missing from their care placement, but with effective work at a local level to tackle this issue, the most recent CEOP strategic assessment showed that this figure had been reduced to 18 per cent. Local authorities such as Hillingdon, Hertfordshire and Harrow are leading the way with proactive, multi-agency partnerships to identify and safeguard trafficked children from going missing from care. Simple changes to the way they handle, for instance, a child’s access to accommodation front doors, mobile phones and other issues have allowed them to make great progress in reducing the number of children going missing. The national picture is still not good enough but the figures are undeniably heading in the right direction. The new human trafficking strategy commits us to working to raise awareness of these issues locally to ensure in all areas where there is evidence that a child has been trafficked, care planning and activities to support the child must minimise the risk of traffickers reinvolving the child in exploitative activities.

As usual, where I have not been able to respond fully to noble Lords’ substantive points, I will, of course, write. In summary, I can assure the House that this Government will lead the fight with our partners at all levels to ensure that our response to this crime remains an effective deterrent to drive down the number and level of people affected.

[Lord Rosser]

As the Minister is closing his comments, in the light of what he said about the Government’s determination to fight human trafficking—I am sure that is the case—is it the Government’s view that sentences for human trafficking are appropriate, bearing in mind that the average determinate custodial sentence for drug trafficking appears to be some 50 per cent higher than that for human trafficking?

[Earl Attlee]

My Lords, that is a detailed question on which I shall have to write to the noble Lord. An interesting problem is that it can be very difficult to secure prosecutions for trafficking. Often we see criminals being prosecuted for offences other than trafficking because it is easier to secure the evidence. I neglected to answer the question asked by the noble Lord, Lord Bew, about a possible gap in the legislation in Northern Ireland. I can assure him that we have not revoked anything and that there will be no gaps.

[Baroness Butler-Sloss]

Before the noble Earl sits down, I hope that I may ask one question. I do not have a copy of the directive with me in the Chamber but my recollection—it may be wrong—is that the national rapporteur or equivalent mechanism is required to be independent. Perhaps the noble Earl will check that.

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[Earl Attlee]

My Lords, I received inspiration from the Box, saying that that was not a requirement. If I am wrong about that, I will, of course, write to noble Lords. However, the key point is that we are in line with what other European states are doing.

[Baroness Doocey]

I am very pleased that the Minister will visit Eurostar. I am sure he will find that he is knocking at an open door. Will he also agree to speak to the specialist agencies concerned with child trafficking that work at St Pancras and the Paladin team as I think he might get a slightly different view of the situation regarding the border controls and how the whole thing operates than he has given us today?

[Earl Attlee]

My Lords, I am sure that interested organisations will read this debate in Hansard. If they want to send me the right questions to ask interested parties, I will take careful note of them.

[Baroness Goudie]

Will the Government consider fining Eurostar for letting in trafficked people, as happens with airlines?

[Earl Attlee]

My Lords, I think the noble Baroness is referring to the controls imposed on airlines where the passenger does not have the correct document. I am confident that Eurostar will not willingly allow someone to be trafficked. However, we need to understand that this is an activity of those involved in organised crime who are extremely skilful at achieving their ends.

Motion to Adjourn

Moved by

Rail: Great Western Passenger Franchise

Earl Attlee Excerpts

Tuesday 31st January 2012 Lords Chamber

[Lord Berkeley]

To ask Her Majesty’s Government whether they will ensure that the new Great Western passenger franchise provides the capacity and service quality to meet the expected growth in passenger numbers.

[Earl Attlee]

My Lords, on 22 December, the Department for Transport launched a consultation on the new Great Western franchise. The consultation document contains the Government’s objectives for the new franchise. These include: providing appropriate capacity for passenger services that is both affordable and delivers value for money for the taxpayer within defined infrastructure and rolling stock constraints on the Great Western network; and ensuring that the overall passenger experience improves throughout the life of the franchise.

[Lord Berkeley]

I am grateful to the noble Earl for that Answer. I have read the document to which he referred and good things are certainly said about the problem of overcrowding. However, he will be aware that according to government statistics eight of the 10 most crowded trains are on First Great Western, and there have been serious overcrowding problems at Bristol and in Cornwall. Given that there will be a long franchise and that the number of passengers may greatly increase, how will the Government incentivise the successful franchisee to run more coaches or trains so that it does not have to go to the Treasury begging for more money?

[Earl Attlee]

My Lords, I entirely agree with the noble Lord on his analysis of the overcrowding problems on the current franchise. He will be aware that the difficulty with the current franchise is that it does not incentivise the operator to increase capacity. However, there will be significant capacity increases, especially with the introduction of the IEP train.

[Lord Touhig]

My Lords, will the successful bidder for the franchise be required to provide new rolling stock? As a regular user of the service, I can testify to delayed and cancelled trains because of mechanical failure, sweltering or freezing carriages because air conditioning does not work, lavatories blocked or flooded, and on one train that I travelled on recently the brakes seized and part of the train had to be evacuated because of appalling fumes that filled the carriages. The one redeeming feature of the present operator is that it has excellent on-train staff, who have a difficult job working for a company that for many of us is still known as “Late Western”.

[Earl Attlee]

My Lords, the bidders are able to take into account the condition of the rolling stock when they bid, with the exception of the IEP rolling stock, which they have to adopt. We need to avoid telling the bidders which rolling stock they have to use because otherwise that would compromise their negotiations with the ROSCOs.

[Lord Snape]

My Lords, will the Minister consider something revolutionary so far as this and other franchises are concerned? The franchisee should set the fares, tackle overcrowding and run a proper financial risk for the length of the franchise; under the present system, the Government set the fares, the leasing companies own the trains and, if anything goes wrong, the so-called franchisee hands in the keys and the taxpayer picks up the Bill. Does he agree that, whatever system we have at the moment for running trains, franchising it certainly ain’t?

[Earl Attlee]

My Lords, I hope that the noble Lord contributes to the consultation, because he makes some valid points.

[Lord Bradshaw]

My Lords, will the Minister address his mind to the fact that, on many of the franchises throughout the kingdom, the carriages in use are full to overflowing, but the Department for Transport holds the trump card in the acquisition of new rolling stock, because it has to give permission before that can be done? Under the new franchise, does he envisage that whoever wins it or other franchises will have reasonable freedom to negotiate, without the dead hand of the department?

[Earl Attlee]

My Lords, the reason why it is necessary for the department to have the final say is so that it could take over the franchise and run the rolling stock. The noble Lord, Lord Snape, talked about the franchisee handing in the keys. Franchisees might want to do that if they negotiated a rolling stock agreement that had a balloon payment right at the end. Obviously, the department would refuse that. We are very keen that bidders are able to negotiate freely with the rolling stock companies, with the exception of the IEP, on this franchise.

[Lord Wigley]

My Lords, will the electrification proposals have an adverse temporary effect on capacity on the lines? In that context, will the Minister give an assurance that the Government will still consider electrification of the Great Western line through to Swansea?

[Earl Attlee]

My Lords, on the noble Lord's first point, he is absolutely right that there will be disruption on services from Paddington due to the electrification, but it is obviously worth doing. On the wider point about electrification from Cardiff to Swansea, we shall have to wait to see.

[Lord Rosser]

My Lords, an issue raised by train operators is that, as the noble Lord, Lord Bradshaw, said, if they want to increase rolling stock capacity to meet extra demand, they have to secure the approval of the Department for Transport either to use existing rolling stock more intensively or to lease additional rolling stock from the leasing companies. The approval of the Department for Transport is also required before train operators can speed up scheduled services following improvements to the infrastructure. Will the Government make provision in the new Great Western passenger franchise and in existing and other new franchises to enable the train operator to make such changes in future, subject to the other terms of the franchise remaining the same, without having to go through the, at times, time-consuming and lengthy procedure for obtaining prior approval from the Department for Transport?

[Earl Attlee]

I think that the noble Lord broadly describes some of the difficulties of franchising. We will have to see what the result of the consultation is.

[Baroness O'Cathain]

My Lords—

[Baroness O'Cathain]

My Lords, in view of the disconnect that seems to exist between the passenger experience and the views of the Department for Transport, would it not be a good idea if the 50 most senior members of the Department for Transport had it within their remit that they have to travel on the “Late Western” line at least once a month?

[Earl Attlee]

My Lords, I do not think that would be a practical requirement. However, one objective of this franchising round is to ensure that the overall passenger experience improves throughout the lifetime of the franchise.

Parliament Square (Management) Bill [HL]

Earl Attlee Excerpts

Friday 27th January 2012 Lords Chamber

[Earl Attlee]

My Lords, I thank my noble friend Lord Marlesford for tabling his amendment and enabling a little more debate on this topic. I have been looking forward to it all week. The management of Parliament Square is an issue to which I know he and many of your Lordships attach considerable importance, although hitherto I have only commented in private. My noble friend Lord Campbell of Alloway will understand that I shall confine myself to the merits of the amendment, and my noble friend Lord Elton raised other issues.

The Government are committed to restoring rights to non-violent protest. The Government are also committed to ensuring that everyone can enjoy our public spaces and do not consider it acceptable for people to camp on Parliament Square. I am sure that this view is shared by the majority of people in the United Kingdom. I therefore recognise my noble friend’s intentions in bringing forward this Bill and the Government share his desire to see the square cleared to enable its use by the wider public, including protesters.

On the specific amendment, I understand my noble friend’s concern in relation to the storage box structures on Parliament Square which are also used to display protest messages. I would, however, consider that these structures are already captured by Clause 2(2)(b) of the Bill as their function as storage boxes means that they should be captured in the definition of a,

“structure that is designed, or adapted, (solely or mainly) for the purpose of facilitating the sleeping or staying in a place for any period”.

However, my noble friend is a skilled and experienced parliamentarian. I fully understand why he has tabled his amendment and I cannot imagine him leaving a loophole in his original drafting. In relation to hand-held placards, the Government consider that these can be used to facilitate the right to effective peaceful protest and it would not be appropriate to ban their use on Parliament Square. However, if they are left overnight, then they would constitute litter that would be cleared away by the appropriate authority.

As my noble friend is aware, the Government brought forward provisions in the Police Reform and Social Responsibility Act to enable tents and other structures, such as those outlined in the Bill, to be removed. The Government commenced these provisions on 19 December 2011 and we consider them a proportionate means by which to manage the disruption caused by the encampment. I am convinced that the Act is properly drafted. On 16 January 2012, the Metropolitan Police Service led an operation to enforce the provisions and remove the encampment in so far as possible given the High Court injunction that is in place in relation to one of the protester’s sites pending a judicial review hearing, as observed by my noble friend. He has by implication made it clear that he does not expect me to comment on the proceedings.

The Government agree with my noble friend that it is necessary for all enforcement agencies to work closely together if Parliament Square is going to be managed in a way that promotes its enjoyment and use by all. That is why we have worked with the Greater London Authority, Westminster City Council and the Metropolitan Police Service to ensure that effective enforcement protocols for the PRSR Act provisions are in place.

Once again, I thank my noble friend for moving his amendment and I hope that he is reassured by the provisions the Government already have in place through the PRSR Act.

[Lord Marlesford]

My Lords, I am grateful to all noble Lords who have kindly spoken on this amendment. It sounds to me as though people are reasonably happy that the amendment should be included in the Bill.

Transport Infrastructure: North-east England

Earl Attlee Excerpts

Monday 23rd January 2012 Lords Chamber

[Lord Walton of Detchant]

To ask Her Majesty’s Government whether they considered including in the Chancellor of the Exchequer’s autumn Statement funding for transport infrastructure projects in north-east England in addition to the proposed upgrade of the Tyne and Wear Metro; and, in particular, whether they considered funding improvements to the A1 trunk road.

[Earl Attlee]

My Lords, the Government announced a range of transport proposals in the Chancellor’s autumn Statement on 29 November 2011 for accelerated delivery in this spending review period. Those proposals were selected because they can be accelerated to start construction and make significant progress in the next three years, therefore making the earliest possible contribution to stimulating economic growth.

[Lord Walton of Detchant]

My Lords, I thank the Minister for that reply. Is he aware that almost 20 years ago, in response to questions from myself and the late Lord Jenkins of Hillhead, the then Conservative Minister in this House—the noble Earl, Lord Caithness—made a commitment on behalf of the Government that the whole of the A1 between Newcastle and Edinburgh would ultimately be dual? Is the noble Earl, Lord Attlee, aware that two schemes were in an advanced state of preparation in Northumberland to begin in 2009 but, when the previous Government downgraded that road to one of regional importance, they were postponed? Now that the coalition has upgraded the road to national importance, is it not time that these delayed schemes should be embarked upon and expedited?

[Earl Attlee]

My Lords, the noble Lord is correct in his description of the history of this project. The interim Regional Transport Board for the North East recommended to the Government in 2006 that proposals for the A1 Adderstone to Belford and Al Morpeth to Felton schemes were not funding priorities for the period up to 2016. The department therefore did not have a scheme to consider for the autumn Statement. However, it is good news that the Government have decided that that section of road is of national importance.

[Lord Cormack]

My Lords, as we rightly attach so much importance to the United Kingdom and its preservation, is there not an unanswerable case for making the high road to Scotland, and indeed the high road to England, a fully dual-carriageway road of national importance?

[Earl Attlee]

My Lords, I thought that someone would ask me a devolution question. There are very good road connections from the highly developed conurbation on Tyneside—Newcastle upon Tyne and Gateshead—but that is via the M6 corridor up through Carlisle. The journey time by car is shorter via Carlisle than it is via Berwick-upon-Tweed.

[Baroness Maddock]

My Lords, given that Northumberland is a more dangerous place to drive in than London according to figures released by the BBC on 19 January—32 deaths per 10 million hours of driving, compared with 23 in London—will the Government prioritise the value of road safety in transport appraisal calculations? Also, given that single-carriageway A roads like the A1 in Northumberland have the most serious accidents, does that not strengthen the case for dualling particularly dangerous parts of the A1 such as the Mousen bends, especially as that scheme is ready to go?

[Earl Attlee]

My Lords, first of all, the schemes on the A1 north of Morpeth are not ready to go, because they have been abandoned since 2006. However, my noble friend is absolutely right when she describes the dangers of a single carriageway, and I asked my officials precisely those questions. Interestingly, though, the accident rate for this section of the A1 was 154 per billion vehicle miles. This compares with 306 accidents per billion vehicle miles on all rural A-class roads within England. The rate for the A1, therefore, is approximately half that for rural A-class roads nationally.

[Lord Davies of Oldham]

My Lords, the Minister will appreciate that very significant improvements were effected to the A1 south of Newcastle with the removal of some dangerous right-hand turns and roundabouts and effective control of traffic. All these improvements, however, are a considerable way south of Northumbria and Newcastle. Is there not a case for appreciating that the A1 now does need attention to the points further north, and that in fact he should look at that scheme further?

[Earl Attlee]

My Lords, I re-emphasise that there is not a scheme at present that we can look at. The previous Administration also found, when they carefully analysed the situation, that there was not a business case for spending £10 per man, woman and child to dual all the way from Morpeth to Berwick-upon-Tweed.

[Lord Geddes]

My Lords, in relation to the Minister’s reply to my noble friend Lord Cormack, could I ask the Minister when he last tried to drive from Newcastle to Carlisle and thence to Scotland? I think he will find that it took a very long time indeed.

[Earl Attlee]

My Lords, I did the best research I possibly could on behalf of your Lordships, but I confess that I did not actually drive the route. I did look on the map and I used the excellent AA Route Planner to see what the difference in time for the two would be, whether I went on the M6 or on the single-carriageway A1.

[Lord Brooke of Sutton Mandeville]

My Lords, given that we have run out of questions before time, may I congratulate my noble friend on the comprehensiveness of his replies?

[Earl Attlee]

When my noble friend got to his feet, I thought, “Oh no, he is going to ask me one of those tricky questions to which I will have to agree to write”. On this occasion I shall just thank the noble Lord for his question.

Aviation: UK Civil Aviation

Earl Attlee Excerpts

Monday 23rd January 2012 Lords Chamber

[Earl Attlee]

My Lords, I start by congratulating the noble Baroness, Lady Gibson, on securing this evening’s debate, in which we have heard articulated wildly opposing views. As all noble Lords know, aviation makes a huge contribution to our economy and our society as a trading nation, as pointed out by the noble Baroness. It generates economic output of up to £9 billion a year. The noble Lord, Lord Rosser, suggested that it was £11 billion; I do not know which of us is right. It supports thousands of jobs, drives our tourism sector and gives British businesses a vital gateway to the global marketplace. If this country is to grow and prosper in the future, aviation must be able to grow and prosper. I think all noble Lords are agreed on that.

Aviation provides regular connections not only to today’s major world economies but to the emerging economies. However, we recognise that there is a price to pay for every flight—a price that is measured in noise, local air pollution and carbon. To continue enjoying the benefits of a growing aviation sector, we need to make sure that growth is sustainable. That is exactly why the Government are developing a new sustainable aviation strategy. However, in answer to the noble Lord, Lord Rosser, we cannot do this overnight. From the very start, the Government made clear that unsustainable aviation growth was unacceptable. We have maxed out on what the people surrounding Heathrow Airport can tolerate.

Instead, we have been working hard to make our airports more effective. We have a range of initiatives under way to deliver that ambition. For example, last week the Civil Aviation Bill was introduced to Parliament. This will give the CAA more flexible powers to respond to passenger issues and better target issues such as airport resilience. Our South East Airports Task Force, which was set up to improve operations at major airports, has explored measures for improving punctuality, tackling delay and strengthening resilience at Heathrow, which are being trialled. It has also endorsed plans to improve the current aviation security regime, on which we have consulted and are developing. We are also looking at how we can tackle delays and reduce the need for aircraft stacking through the CAA’s Future Airspace Strategy and the Single European Sky.

As well as these initiatives, we still need to address the bigger question over future demand and future connectivity. The National Infrastructure Plan we published last year was clear that we must maintain the status of the UK as an international hub for aviation. We recognise that it is vital to maintain the UK’s connectivity to improve our links to the emerging economies and promote inward investment and inbound tourism. That is why we are planning to launch a call for evidence on options for maintaining the UK’s hub status alongside our draft framework. Through this we aim to reach an evidence-based conclusion on how to meet the UK’s long-term connectivity needs. The noble Baroness called for rapid and firm decisions. However, the Government will consider these matters very carefully and make the right decisions, not necessarily rapid ones.

In the shorter term, we welcome the recent launch of new routes from Gatwick to Ho Chi Minh City and Hanoi, and the announcement that Air China will launch a Gatwick-Beijing route. These are the sort of global connections that British businesses need, and not just from London. We know how crucial our regional airports are in helping to balance growth across the country and to relieve crowding, where possible, at our south-east airports. We also recognise the importance of connecting the regions to London by air and rail to maximise the benefits.

To make this growth sustainable, we need to find new ways to decarbonise aviation. We will work with the industry to boost investment in and research into low-carbon technologies and fuels. For example, we welcome the research that countries such as the US have done in the use of algae-based sustainable fuels. Developing innovative fuel sources will be the key to enabling aviation to grow in a sustainable and successful way. We want to see Britain at the forefront of delivering greener air travel. The inclusion of aviation in the European emissions trading system from 1 January was an important step. Now we need to push for international agreement in ICAO on aviation emissions to get the level playing field that will ensure that aviation is able to grow globally in a balanced and fair way.

The noble Baroness, Lady Gibson, urged the Government to reconsider the issue of aviation taxation. The Government accept that the current economic climate is very challenging both for consumers and the aviation sector. However, if the Government are to meet their overall fiscal projections, we must balance the risk of growing competition from abroad with the Government’s need to raise revenues from the sector. The rise in APD rates announced in the Autumn Statement does no more than keep pace with inflation and will give certainty to the industry for the two-year period to 2013. It is also worth remembering that it is important to look at the country’s taxation as a whole. Unlike other countries in the EU, the UK charges no VAT on flights. My noble friend Lady Kramer talked about the favourable taxation status of the aviation industry.

We continue to believe that tackling climate change is one of the most important challenges we face and that all sectors, including aviation, should contribute globally to the 2 degrees Celsius goal. The Government continue to support emissions trading as one of the key instruments for reducing CO₂ emissions from aviation.

Many noble Lords talked about the proposal for a Thames estuary airport. We are interested in innovative proposals for maintaining the UK’s aviation hub status and we will consider all proposals submitted that meet the criteria set out in our call for evidence. A new airport in the Thames estuary is one idea that has been put forward in response to our recent scoping exercise, but we need a much more detailed level of evidence, in particular on costs, funding and wider impacts, before we are in a position to develop which approach the Government should support. That is why we need the call for evidence.

[Lord Lea of Crondall]

I am most grateful to the Minister for giving way, but I take it that he is not going to leave this point before answering the question: how can he possibly justify a review of the hub in Britain while excluding Heathrow? Is that not rather like, as someone said, reviewing the expansion of supermarkets without including Tesco?

[Lord Lea of Crondall]

I have and I am sitting down.

[Earl Attlee]

My Lords, first, I have explained that we have already maxed out on what the local people around Heathrow can tolerate.

[Lord Lea of Crondall]

That is not true.

[Earl Attlee]

Secondly, this Government have an open mind, which is the right way to go into a consultation. The noble Baroness, Lady McIntosh of Hudnall, effectively asked whether we are going to do a U-turn on Stansted. The commitment in the coalition agreement still stands.

[Lord Rosser]

In the light of what he said about the Government having an open mind, will the noble Earl confirm that the previous government statements about no new runways at any of the three largest airports in London and the south-east no longer stand?

[Earl Attlee]

Definitely not, my Lords. The noble Lords knows perfectly well that that is in the coalition agreement and will stay.

The noble Lord, Lord Monks, asked me what more can be done to support industry and its people. The Government recognise the value that the aviation industry brings through supporting a network of highly skilled workers that adds value to the economy. The sector is at the forefront of technological progress, delivering R&D projects and large-scale investments that drive industry and the economy forwards. It is important that the trade union sector fully engages in the consultation process. The noble Lord also touched on the important issue of pilot fatigue. On the matter of flight-time limitations, we will support the proposed requirements only if the Civil Aviation Authority determines that they provide an appropriate level of protection against crew fatigue.

The noble Lord, Lord Soley, touched on the 76,000 employees at Heathrow, plus those in related service industries. We have to take their position into consideration as well. The noble Lord also talked about biofuels. The Government are clear that sustainable biofuels have a role to play in reducing CO₂ emissions from transport, particularly in sectors such as aviation where there are limited alternatives to fossil fuels. In recent years, the aviation industry has conducted research and carried out flight tests to help provide information on different fuels. This work has demonstrated that biofuels for aviation are technically feasible. However, there are currently a range of barriers to introducing biofuels, including sustainability, scalability of the feed stocks and commercial viability. The Government will continue to work with European partners, the wider international community and industry to explore how to bring about a significant increase in the use of biofuels in aviation. Advanced biofuels, such as those derived from algae, when commercialised, could offer particular advantages, such as reduced land use impact.

On UK connectivity with China, the Government recognise the importance of developing and maintaining good links between the UK and emerging economies. That is why this March we are calling for evidence on options for maintaining the UK's hub status. Heathrow currently has fewer scheduled flights to mainland China than Paris or Frankfurt, but more than Amsterdam. However, if flights from Heathrow to Hong Kong are included, there are more flights from Heathrow to China than from any other EU hub. Hong Kong serves around 45 destinations on the Chinese mainland.

The noble Lord, Lord Empey, raised the issue of connectivity with the regions, particularly Northern Ireland. The Government recognise the vital contribution that air connections make to regional economies and acknowledge Northern Ireland's concerns about the air service between Northern Ireland and Heathrow should BMI be sold to British Airways. However, airlines operate in a competitive commercial environment, and it is for individual airlines to determine the routes that they operate. The options for supporting regional air services to London are limited. Member states can impose public service obligations to protect air services to remote airports, which could permit slots to be ring-fenced. However, they can be imposed only between specific cities, not specific airports, a difficulty identified by the noble Lord, Lord Empey. We have written to the EU Commission on that point, but there is no other mechanism for the Government to intervene in the allocation of slots at UK airports. The noble Lord introduced the Airports (Amendment) Bill, which would provide for the protection of air services between Heathrow and the UK regions. The Government are considering in detail the measures included in the Bill.

The noble Lord, Lord Lea, got quite excited about a number of points. Although we are committed to not authorising additional runways at Heathrow, Gatwick and Stansted, we are looking at our aviation policy framework with an open mind. The aviation industry is vital to our country. Our next step is to publish the draft aviation strategy and call in March for evidence on hub connectivity. With that strategy, we want to move away from the polarised opinions that have dominated discussion in the past and develop a broader consensus for change.

[Baroness Dean of Thornton-le-Fylde]

I will detain the Minister for only a short time. Can he answer my question? Will the consultation document contain the Government's proposals for dealing with the short and medium-term issues on capacity?

--- Later in debate ---

[Earl Attlee]

I will have to write to the noble Baroness on that detail.

With the strategy, we want to move away from the polarised opinions that have dominated discussion in the past and develop a broader consensus for change, one that recognises aviation’s integral role in generating growth and jobs, in providing the global connections on which businesses rely, but also acknowledges the real need to address the impact of flights on local communities and on climate change, a consensus that supports both a flourishing and responsible UK air transport industry.

Railways: Train Design

Earl Attlee Excerpts

Thursday 12th January 2012 Lords Chamber

[Lord Bradshaw]

To ask Her Majesty’s Government, following the recent award to Bombardier of the contract for 130 new carriages, what further plans they have for maintaining train design or manufacturing capacity in the United Kingdom.

[Earl Attlee]

My Lords, we believe that in most cases the procurement of rolling stock should be led by the rail industry, but in cases where the Government are involved we will take on board the conclusions of the Government’s recent review of procurement to give suppliers confidence to invest in their capability to meet future demand by publishing pipelines of future government needs and taking action to remove barriers to growth.

[Lord Bradshaw]

The announcement of the new train order to Bombardier took place 1,000 days after the last order was placed. There is no doubt that the Government are deeply involved because the short term of franchises means that no rolling stock company can get its money back in the duration of the franchise. The Answer that I have been given is quite disingenuous. I really want some assurance that British industry will be supported. It has only 100 days work from this new order and it is time that something was done to extend that period.

[Earl Attlee]

My Lords, noble Lords will know that this Government have made considerable investment in the rail industry and will continue to do so. Noble Lords should also be aware that there is considerable refurbishment work available on the existing rolling stock in order to make it compliant with new accessibility requirements.

[Lord Berkeley]

My Lords, is the Minister aware that his first Answer to the noble Lord, Lord Bradshaw, demonstrates the inconsistency or lack of policy not only on who procures rolling stock but on who operates it and how many coaches there are? The OJEU notice on the First Great Western new franchise says in one paragraph that,

“the franchise operator will be expected to take responsibility for the provision of rolling stock”,

yet immediately follows that by saying that it will supply the IEP—the intercity train programme. How can any manufacturer or operator plan on such an inconsistent policy?

[Earl Attlee]

My Lords, the noble Lord will be aware that the IEP is in principle a bi-mode—electric and diesel—rolling stock project and is designed to run across several franchises. Central government therefore has to have an involvement. In general, it is a matter for the rail industry to procure rolling stock. However, central government has to ensure that the rolling stock contract is sustainable in case, as the operator of last resort, it has to step in and run the franchise.

[Lord Glenarthur]

My Lords, my noble friend will be aware that the Treasury and the Scottish Government announced recently that they would each put £50 million into the refurbishment of Caledonian railway sleepers, which many of us are delighted about, particularly if we use them twice a week as I do. Will the new franchise agreement, which I think will follow in 2014, also enable the train operating company—whoever takes on that franchise or continues with it now—to get good value for any commensurate investment that it might make in parallel to provide a really superb service?

[Earl Attlee]

My Lords, the noble Lord has strayed a little from the Question, but I am confident that there is good news and I will write to him with further details.

[Lord Davies of Oldham]

My Lords, the House will recognise that the Government have had a somewhat torrid time with the carriage supply since the Siemens contract. However, would the Government take a constructive approach in these terms: can we not reduce the number of designs of carriages in order that suppliers work to a much more restricted form of contract and thereby provide much more cheaply the carriages that we all know we need?

[Earl Attlee]

On the noble Lord’s first point about the Siemens contract, he will understand that we operated the procurement process set up by the previous Administration. We look forward to the NAO investigation that will probably take place after the contract award in order not to interfere with the process. The noble Lord’s second point is an extremely good one. We have too many types of rolling stock. One difficulty is that the rolling stock has a 30-year life cycle and it is quite easy to end up with a large number of areas, but the noble Lord is absolutely right.

[Lord Roberts of Llandudno]

My Lords, does the Minister understand how important it is to place orders early to secure jobs in Bombardier and other places and to have long-term investment? Without that, who will take on apprentices or make a dent in the youth unemployment problem? We need immediate action by the Government to secure these news jobs and new youth employment.

[Earl Attlee]

My Lords, the noble Lord is absolutely right in everything he says; that is why we have the Crossrail project and other large infrastructure projects. The mischief is the feast and famine, which I am sure all policy-makers over many decades have tried to avoid.

[Lord West of Spithead]

My Lords, a contract has recently been let to move spoil from the Crossrail system. This means moving stuff from central London to the Thames estuary. It will all be done by German ships with German crews. Bearing in mind what the Government intend to do to support British industry, will we be putting measures in place to help British shipping in the same way as the German Government do to support German shipping so that we are working on a level playing field?

--- Later in debate ---

[Earl Attlee]

My Lords, I am not aware of the particular issue to which the noble Lord refers. However, we have to be careful not to interfere inappropriately in favour of UK operators, otherwise we could fall foul of all sorts of regulations.

Company Cars

Earl Attlee Excerpts

Tuesday 10th January 2012 Lords Chamber

[Lord Sheldon]

To ask Her Majesty’s Government what action they plan to take to limit high mileage by company cars.

[Earl Attlee]

My Lords, the Government recognise that high mileage by company cars may impact the economy and environment. Our policies encourage businesses to consider whether they can reduce their travel and to embrace sustainable transport choices. Some businesses have operational needs that mean that a company car is vital. Motoring taxes such as fuel duty and company car tax can encourage fuel-efficient behaviour and the use of low-carbon vehicles, in addition to supporting the public finances.

[Lord Sheldon]

I thank the noble Lord for that reply, but is it not clear that mileage is higher for company cars, which are large cars, than for other cars, and is not the greater mileage driven in company cars unacceptably more than the tax liability of the individual?

[Earl Attlee]

My Lords, I do not accept that company cars are necessarily larger than average. It is up to the employer what size car to supply to the employee. The system of company car tax takes into account the retail value of the car plus accessories and the CO₂ tailpipe emissions. A heavier car is likely to, but will not necessarily, have higher emissions and therefore higher costs for the employee.

[Lord Berkeley]

Is there not evidence that company car drivers tend to drive not only far further but faster and less safely than people who own their own cars? Should not the Government look at that?

--- Later in debate ---

[Earl Attlee]

My Lords, the noble Lord is right; I asked my officials that precise question. I suspect that the reason why the accident rate is higher with company cars is that company car drivers are working under increased pressure and can be more tired, which is a well known cause of accidents on the strategic road network.

[Baroness O'Cathain]

My Lords, can my noble friend confirm that many company car drivers use their company cars as offices? If they are sales reps, they cart around stuff that they could not possibly take on and off trains, et cetera, and visit many places that are way out in the sticks. Therefore, they need their cars and have high mileage as a result.

[Earl Attlee]

My noble friend makes an extremely important point. Many company car users have to use a company car; there is no alternative. I am also confident that the system of company car taxation is progressive and fair.

[Lord Razzall]

My Lords, does my noble friend agree that, apart from what he said in his last answer about ensuring that large company cars pay the maximum tax feasible, this issue would be better not dealt with by the Government?

[Earl Attlee]

My Lords, I am happy to agree that the Government should not interfere any more than we already do, by the system of company car tax that I have outlined, but I am also confident that bigger and heavier cars pay considerably more in company car tax, not least because an employee who is entitled to a large car will also be paying much higher rates of marginal tax, and company car tax is paid at the marginal rate of tax.

[Baroness Gardner of Parkes]

My Lords, one of the questioners asked my noble friend about insurance and there being many more accidents. What is the insurance position and is it taken into account in the terms of the taxation? Do people not care so much about accidents because it is not their no-claims bonus that they are losing?

[Earl Attlee]

My Lords, if a company car driver has an accident, I suspect that it would affect their no-claims bonus because they would have to declare their accident to the insurance company, but I am not absolutely certain on that point.

[Lord Davies of Oldham]

My Lords, the Minister will be all too well aware—he indicated this in his Answer—that the issue of car emissions is important for the health of our environment. Will he look again, and encourage his colleagues in the Treasury to look again, at whether we are giving sufficient encouragement to companies to provide greener cars for their people than they do at present?

[Earl Attlee]

My Lords, I am confident that with the CO₂ emissions regime we already encourage cars to be as green and economical as possible. However, the noble Lord will also be aware that we are encouraging the use of electric vehicles, which are exempt from fuel duty and have numerous other taxation benefits.

Railways: High-speed Rail

Earl Attlee Excerpts

Tuesday 10th January 2012 Lords Chamber

[Earl Attlee]

My Lords, with the leave of the House, I will now repeat a Statement made in the House of Commons by my right honourable friend the Secretary of State for Transport. The Statement is as follows:

“Mr Speaker, this morning I made a Written Statement to this House announcing my decision to give the go-ahead to High Speed 2—a national high-speed rail network. With the exception of High Speed 1, it will be the first major national railway line to be built in Britain since the grand central line in 1899. I would like to provide Members with further detail of the substance and rationale for my decisions.

I weighed up the evidence after one of the largest public consultations in our history. We wrote to more than 172,000 people living or working near the proposed line from London to the West Midlands, visited communities along the 140-mile route and held 41 days of road shows attended by almost 30,000 people over the five-month consultation period. Almost 55,000 responses were received from individuals, businesses and organisations across the country, representing a wide spectrum of views, many of which were strongly expressed both in favour of and against high-speed rail, views I carefully considered in making my decisions.

Since becoming Secretary of State for Transport, I have examined all the available evidence, including the work undertaken by my right honourable friend the Member for Runnymede and Weybridge and the previous Labour Administration in developing the consultation proposals, the evidence submitted during consultation and the further work undertaken by my department and HS2 Ltd. My decision had to take in the full environmental impact of HS2, but also the benefits of HS2 to our economy, to jobs and to competitiveness, not just today, but decades into the future. I also had to be clear about the implications of not investing in high speed, how that would affect our leading cities and how that would affect the road network and aviation.

Generating growth and helping people back to work, supporting Britain’s companies and wealth creators so they can compete and win in the global marketplace—these are at the top of this Government’s priority list. From day one in office, the coalition has had a laser focus on investing in and modernising this country’s transport infrastructure. Now, when it came to HS2, I could have made the easy choice, gone for the short-term option, rely on a patch-and-mend approach and leave our rail networks overstretched, overburdened and less resilient.

Well, let us be clear: the price for that would have been paid in lost business, lower growth, fewer jobs and more misery for passengers. We would have failed future generations who are depending on us to create the prosperous country they will want to live in. Good government is about acting in the long-term national interest. It is about taking decisions, however difficult, to improve people’s quality of life and the country’s economic prospects not just for the next four or five years but for the next four or five decades.

Our Victorian predecessors would have had immense pride to see their railways providing massive benefit today, over 100 years later, but as a result of today’s announcement the railway revolution they started is happening once again. We are ready for a new chapter in Britain’s transport history, one that is designed to boost our economy and our country just as the first coming of the railways or the motorways did for previous generations. That is precisely why I have given the green light to HS2.

In spite of the challenges of rising demand, our railways have been a huge success since privatisation. Passenger demand is growing year on year, particularly in the inter-city market, but I also recognise that further rounds of upgrades to our major north-south lines, even if they offer apparently good value for money, can provide only a short-term fix, one that is incapable of meeting the long-term challenge. In truth, they could add only limited further capacity. They could not offer the step change in performance that passengers wish to see. Moreover, upgrades would consign rail passengers and the vitally important rail freight industry to years, if not decades, of future engineering disruption, delay and unreliability—something users of the west coast main line will remember only too well.

Therefore, the question is not, “Do we build new lines?”; it is, “What type of new line should we build?”. When you weigh up the economic and social rewards, there is only one answer: high-speed rail. A high-speed line will deliver £6.2 billion more of benefits to the country than a line running at conventional speeds—at an extra cost of only £1.4 billion. By slashing journey times, as well as providing the step change in rail capacity that we need to keep the country moving, it will give a return on the additional investment of more than four to one. A modern, reliable and fast service between our major cities and international gateways, befitting the 21st century, will transform the way we travel and promote Britain’s economic and social prosperity.

HS2 will be built in two phases to ensure delivery of its benefits at the earliest possible opportunity. Phase 1 will link London to the West Midlands, plus a direct connection to the continent through the Channel Tunnel via High Speed 1. Even in the first phase, cities and towns off the HS2 network such as Stockport, Warrington, Liverpool, Preston and Glasgow will be served by trains able to use both HS2 and existing intercity lines, saving over half an hour on journeys to London. Phase 2 will provide onward legs to Manchester and Leeds, with intermediate stations in the East Midlands and South Yorkshire, plus a direct connection to our international hub, Heathrow Airport.

HS2 will mean very substantial time savings between Britain’s cities, reducing the journey from Birmingham to Leeds from two hours to just 57 minutes, and Manchester to London from two hours eight minutes to only one hour eight minutes. Edinburgh and Glasgow will benefit from a three and a half-hour journey time from London, encouraging modal shift from short-haul flights to high-speed rail.

In delivering HS2, I look forward to working with the Scottish Government and others to identify and evaluate options for developing the high-speed network and further reducing journey times. However, I emphasise to the House that in making my decisions I have been particularly mindful of our responsibility to safeguard the countryside and its wildlife, and to protect local communities as far as possible. I have worked hard to look at more tunnelling, to lower the route into cutting to reduce visibility and to move the route away from homes wherever viable. I have looked at how we can better protect our landscape, wildlife and heritage. My engineers have carefully re-examined the route in light of all the evidence, and I can therefore announce a package of alterations that significantly reduce the railway’s impacts.

The improvements include a longer, continuous tunnel under the Chilterns from Little Missenden to the M25, and a new 2.75-mile bored tunnel along the Northolt corridor to avoid major works to the Chiltern line and impacts on local communities in the Ruislip area. Of the 13 miles through the Chilterns area of outstanding natural beauty, fewer than two miles will be at or above the surface; the rest will be in deep cutting or tunnel. There will also be a longer green tunnel past Chipping Warden and Aston le Walls, another longer green tunnel to reduce impacts around Wendover, and an extension to the green tunnel at South Heath. There will also be a green tunnel past Greatworth. These are just a few of the suite of improvements, which are detailed in full in the Command Paper I presented to the House this morning.

The changes will bring significant benefits to communities and the environment. Compared to the consultation route, there will be a more than 50 per cent increase in tunnel or green tunnel, totalling around 22.5 miles. In addition, around 56.5 miles will be partially or totally hidden in cutting, a key way of helping to reduce noise in neighbouring communities. There will be 10 miles fewer of viaduct or embankment. In all, this means that around 79 miles—more than half the route—will be mitigated by tunnel or cutting. The revised tunnel alignment through the Chilterns will avoid an important aquifer, significantly reducing impacts on water resources. There will also be a reduction in the impacts on ancient woodlands and heritage sites.

Communities affected will benefit from the changes, with a near 50 per cent reduction in the number of dwellings at risk of land-take, and the number experiencing noticeably increased noise levels reducing by a third to just over 3,000 properties. I have always been very clear in my mind that, whatever the mitigation measures, there can be little comfort in knowing that the country will benefit enormously from HS2 when it is your house or business that has to be knocked down to make way for it.

The meeting I had with MPs last year allowed many of those representing communities along the proposed route to communicate to me directly the views of their constituents. To help people, we will bring in a package of compensation measures over and above what affected homeowners are already entitled to under law. These include: a streamlined purchase scheme to simplify the statutory blight process for property owners; a sale and rent-back scheme to give homeowners within the safeguarded area more flexibility; a streamlined small claims scheme for any construction damage; and a package of measures to reinforce confidence in properties above tunnels.

Homeowners will be offered before and after surveys, a thorough assessment of the impact of similar tunnels, an explanation of the measures that will be taken to prevent perceptible vibration impacts, financial compensation for the compulsory purchase of subsoil, and a legally binding promise that HS2 will be permanently responsible for resolving any related settlement or subsidence issues. There will also be a refreshed hardship-based property purchase scheme. Finally, we will work constructively and in a structured way with local authorities along the line of route to minimise the negative consequences of HS2 and maximise the benefits.

Having made the decision to press on with HS2, my intention is to drive it forward as fast as is practicable so that we can gain from its benefits as early as possible, and to end unwelcome uncertainty for those affected. A key part of this will be to engage fully and actively with organisations, communities and individuals along the whole Y network. People presented legitimate concerns in the consultation and, even though we have made significant improvements, I am keen to work hard with local communities so that as many concerns as possible are properly addressed.

I have instructed HS2 Ltd to undertake a range of activities to prepare for and to deliver both phases of the network. It is my intention to introduce a hybrid Bill by the end of 2013, including a detailed environmental impact assessment, to provide the necessary powers to construct and operate the line from London to Birmingham. I have instructed HS2 Ltd to deliver this project at pace but within milestones that will stand the test of time and with regular reporting to me on progress. The Major Projects Authority, which this Government launched last March to improve the performance of major government projects in delivering on time and in budget, will provide critical support and oversight.

This spring we will consult on the draft directions for safeguarding the proposed route from London to the West Midlands, as well as separately consulting on detailed compensation proposals. I aim to bring final safeguarding directions and an agreed compensation policy into effect later in the year. In March this year HS2 will advise me on route and station options to Manchester and Leeds, and in autumn 2012 we will start an engagement programme on a preferred route to discuss local views. I warmly welcome the political consensus on HS2 on the basis that it will help in the planning and construction of this transformational scheme as it is carried through to completion.

HS2 matters to the long-term success and prosperity of the whole of Britain. It will help to create jobs, support growth and regenerate our regions. It will better connect communities and improve people’s opportunities. With its potential to attract people and freight on to trains and away from long-distance road journeys and short-haul flying, combined with the increasing decarbonisation of the grid, HS2 is an important part of transport’s low-carbon future

Britain has faced such challenges before. The Victorian railway pioneers had the vision to build a rail network that has promoted growth and created jobs for more than a century. Those innovators transformed this country’s fortunes. Our industries flourished, our exports multiplied and our economy grew wealthy. Half a century later, another generation had the vision to start building the motorway network. Post-war planners developed the motorway network, connecting major cities and transforming the capacity of our road network.

Half a century on again, we now need to do for our Victorian railway what previous generations did for our road network. The time has come again to seize the moment, to be ambitious and to show the world that this is a can-do country. The lesson from history, and the lessons from our global competitors, is that no matter how hard times are, we cannot stop planning for the future, or investing in our infrastructure, if we want Britain to flourish.

HS2 will be the backbone of a new transport system for the 21st century, offering the vital capacity that we need to compete and grow as a country. It will transform the economic shape and balance of our country, linking our major cities to a level that previous generations could only dream of. By backing HS2, this Government are backing Britain, and I commend the Statement to the House”.

That concludes the Statement.

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[Earl Attlee]

My Lords, I am grateful for the support of the noble Lord, Lord Davies of Oldham. I have no hesitation in paying tribute to the work of the noble Lord, Lord Adonis. The noble Lord asked about legislation that would cover the whole of the Y network. We are absolutely committed to the whole Y network, but noble Lords will be aware how difficult and detailed the necessary legislation will be just to cover the portion from London to Birmingham. Noble Lords should remember that this route alone is roughly twice as long as HS1 and that that legislation took some time to take through Parliament. I think that the sensible course of action is to get a hybrid Bill through for phase one. Noble Lords should remember that northern cities will benefit straightaway from the saving of half an hour in travel time from Birmingham to London. Noble Lords will also appreciate the need to schedule properly such large construction work for industry. We want to avoid the problem of feast and famine.

The noble Lord touched on the issue of the route through the Chilterns. I am advised that any alternative route would be considerably more expensive. On the issue of Heathrow, the spur will not be viable to service Heathrow until the full Y network is in place. That is why the spur will be constructed as part of the completion of the Y network connecting Manchester and Leeds. It will then become viable because of the increased traffic going to Heathrow.

The noble Lord also asked about the Y network. The Government are committed to the delivery of the full Y network. There would be little sense in stopping the network at Birmingham. The Secretary of State is actively exploring options for the inclusion of a purpose clause in the first hybrid Bill in order to demonstrate the Government’s commitment to the full Y network. I hope that that gives some comfort to the noble Lord.

[Lord Snape]

My Lords, as a founder member of the All-Party Parliamentary Rail Group in the other place and its first chairman, I congratulate the Minister on the Statement that he has repeated today. I further congratulate the Government on having the courage to go ahead with this project, which they have inherited from their predecessors, in the face of some pretty virulent opposition from people who could perhaps be regarded as traditional supporters of the noble Earl’s political party. I also support my noble friend on the Front Bench in his plea that the Government should look again at the question of the first hybrid Bill. The Minister will be aware that these Bills take many months, if not years, to get through both Houses, and the thought of two or three of these Bills is not going to speed up the project in the way that he might like.

Finally, how much is the new tunnel through the Chilterns going to cost? Some estimates suggest that it will be around £500 million. Does he agree that that is a pretty steep price to pay in order to keep the Welsh Secretary in the Cabinet? Is it not just as well that she is the only member of the Cabinet who has threatened resignation over this project, otherwise the total bill could well have been doubled?

[Earl Attlee]

My Lords, the noble Lord asked about the cost of the extra tunnelling. I do not have the full details, but they will be set out in the accompanying literature. A CD of the large bundle of documents that I have is available and I will ensure that all noble Lords who take part in these debates are given a copy of it. I am advised that the extra tunnelling through the Chilterns is cost neutral.

[Lord Mawhinney]

My Lords, I join those noble Lords who have congratulated the Government on this decision and on the fact that it is a cross-party decision. I was in office as the Secretary of State for Transport when the HS1 hybrid Bill was launched and I should tell my noble friend that it is a long, complicated and difficult process. For that reason, I encourage him to think again about whether it is really necessary to have two hybrid Bills or if it might not be more sensible to invite colleagues to gird their loins and do it once. It is not an easy or pleasant process, but it is absolutely vital and it would offer reassurance to those in the north of England. In that context, as my noble friend will know, when the noble Lord, Lord Adonis, was in office, he asked me to do the work on the High Speed 2 link to Heathrow, which this Government have accepted. I am pleased to see that they are going to put the spur into Heathrow during the second phase. He is right to say that it would not be financially viable before that. But that links back to the fact that aviation in this country would be more reassured if there was one hybrid Bill which included the Heathrow spur. Otherwise, it will only be in the second Bill, which could foster uncertainty about the aviation future of this country for too long.

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[Earl Attlee]

My Lords, my noble friend is right to say that the hybrid Bill process is long and complicated. He suggests that we should do this in one Bill. I should point out that a difficulty with that is that, while we could secure political co-operation to deal with the Bill as expeditiously as possible, my noble friend will be aware that outside organisations can petition against a Bill as long as they have a locus, and there is nothing that we can do in Parliament to stop that—and I am not sure that we would want to either. My noble friend talked about including provisions for the spur in the initial hybrid Bill. I make no promises whatever, but I will mention his suggestion to my right honourable friend the Secretary of State.

[Lord Berkeley]

I very much welcome the Statement. It would be helpful if the Minister, through his colleagues in the Commons, could encourage as many Members of Parliament as possible along the route—they may have strongly opposed the project—to look at their constituents’ best interests now and say, “Right, we’ll work with this and get the best mitigating measures possible”. That is what happened with the Channel Tunnel, which I worked on, and High Speed 1. Members of Parliament, led by the noble Lord, Lord Howard, did extremely well in looking after their constituents’ interests rather than opposing the principle.

I have one question for the Minister on the connection between HS2 and HS1. I welcome the fact that there will be a railway connection, which is mentioned in the document, but I am very concerned that it will run for about half a mile along the North London line, which is not only at its most congested there—most people would say that it is full already—but will not be capable of taking any international train of the current design. I do not know whether that is another reason for the scheme not getting any European money, which my noble friend Lord Davies of Oldham referred to; but to make the system work, there has to be a through connection built to the new gauge. I understand from Network Rail that it is technically quite possible to do so, and it would probably be cheaper too.

[Earl Attlee]

My Lords, I am pleased to say that opposition to the scheme is waning in the light of the work done by my right honourable friend the Secretary of State and her predecessor, and I suspect that the noble Lord, Lord Adonis, might have done a little bit of work on the side as well. We must not forget that the duty of MPs is to represent their constituents.

The noble Lord asked about the important question of connectivity between HS2 and HS1. The North London line, to which he referred, will support at least three trains per hour in each direction while also maintaining the current service levels. Some gauge clearance will be necessary to accommodate the wider and taller HS2 trains on the North London line. We are confident that this can be achieved with minimal impacts on the local community and rail services.

[Baroness Scott of Needham Market]

My Lords, I very much welcome the Statement and, more importantly, the commitment to go ahead with the project. Does the Minister agree that if we are going to spend this amount of public money in these difficult times, it is very important that the public should have a general sense that this is a good thing; and that rather than the argument being entirely hijacked by questions of shaving minutes off journey times between London and Birmingham, we need to keep referring to the line in the context of a very important scheme to link the whole country together and then on to Europe? I am sure the Minister would agree that had Brunel started the Great Western line by saying that he was building the Maidenhead link, nobody would have been very inspired.

[Earl Attlee]

I agree with my noble friend. It is a capacity problem that we are trying to address. If we do not do something, we will run out of capacity on the west coast main line.

[Lord Skidelsky]

My Lords, I, too, welcome the Minister’s Statement. I have a couple of questions. How soon, and by what date, does the Minister expect to see some employment effects from this scheme? Does he agree with me that, given the massive spare capacity in the construction industry, it is important to start at least preliminary work as quickly as possible? Reference has been made to the Victorians. The Victorians built their much larger railway system far quicker than the leisurely pace envisaged by the HS2 scheme, and with inferior technology.

[Earl Attlee]

My Lords, the noble Lord referred to the benefits of these construction projects for employment. He needs to remember that the Crossrail project is already running and providing considerable employment. He spoke also about the achievements of the Victorians. We have a slightly more developed democratic process than they had, so we cannot get the legislation through quite as fast as they were able to.

[Lord Faulkner of Worcester]

I am sure that the Minister will be heartened by the so far universal expressions of support for the Government’s decision. I should like to add to them; I think that this is a very significant day for Britain’s railways and represents a real step change in our approach to transport policy. When I was working at the railways board in the late 1980s and 1990s, an official from the Department of Transport joined the board as a non-executive member, looked around the table at his first meeting and said, “You must understand that my job is to preside over the orderly decline of the railway”. That was only 20 years ago, so this decision and the fact that the government document that goes with it contains statements such as,

“the Government does not consider that there is a case for major new motorways”,

and,

“It does not … support a new runway at Heathrow and wants to see modal shift away from domestic routes where possible”,

with the emphasis in future to be on the railway, are very significant.

Can the Minister confirm that the package of compensation proposed in the Statement is significantly more generous than that accorded to householders who are affected by road-building programmes?

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[Earl Attlee]

My Lords, I am grateful for the general support from the noble Lord, Lord Faulkner. On his specific question, we have improved the compensation arrangements for people affected, but I cannot say whether it is better than the arrangements for those affected by road construction projects. Inspiration has now come from the Box—but sometimes inspiration is not quite as complete as one would hope. My note says that compensation will be more generous than the law requires, but that does not necessarily mean that it is more generous than that for a road-building project. It might be possible—for instance, if someone was building a DBFO motorway or road project—to offer greater compensation, but I simply do not know. However, I do know that good compensation arrangements were announced today.

[Lord Cormack]

My Lords, I hope that I can expect an equally quick answer to the question that I will now ask as one who still has real concerns and misgivings about the environmental impact of this scheme in a tightly populated country where beauty is extremely fragile and where one of the loveliest areas of rural England is under threat. Is the National Trust, which advanced some extremely well constructed and moderate opposition to this proposal, now tolerably satisfied with the mitigation that my noble friend talked about?

[Earl Attlee]

My Lords, I do not know the answer to the noble Lord’s question, but I shall write to him.

[Lord Lea of Crondall]

My Lords, I convened a meeting six months ago between all the local authorities and villages affected by HS1, which had been through all this process with the Channel Tunnel link, and the local authorities and campaigners involved with HS2. What surprised some of the people in the line of HS2 was the degree of political satisfaction obtained by all the villages along the line of HS1, so that they can now say that there is nobody in Kent who will say that it was the disaster predicted. Nobody at that meeting said it, and I think that it was a penny that dropped. Although some of the changes to this route might seem disproportionate—for example, the proposal on page 98 to avoid Kenilworth Golf Club—they should be paid for, because at the end of the day, in 10 or 15 years’ time, I suspect that public opinion will generally see the benefits substantially outweighing the costs, including the benefits for the people along the West Midlands line and the Y extending to the north. Will the Minister comment on that?

[Earl Attlee]

The noble Lord makes an important point. I referred earlier to the work that both Houses did on the Channel Tunnel Rail Link Act. Local people were able to petition if the developers had not privately met their needs. The effort expended during that planning process has clearly given us long-term benefits. However, it is important not to short circuit the approval process of this project, otherwise we could face serious problems when we try to start the construction phase. That would be much more expensive than doing it properly in the first place.

[Lord Bradshaw]

Will the Minister consider the methods of appraisal that are likely to be used in producing the economic case? We now use economic measures that were developed in the 1960s and used on the Victoria line and on motorways. These put excessive emphasis on values of time and mean that the discounted cash flows which apply almost run out in 20 years. If we are building a line that will last 120 years, which I think it will, perhaps the noble Earl could ask his right honourable friend the Minister whether there should not be a reappraisal of how we look at these schemes, and to bring forward a different scheme from the one that is used now—which employs lots of people but produces nonsense results. I can assure him that that is the case.

[Earl Attlee]

My Lords, the noble Lord has made this point more than once. I suspect that it has some validity, and at a suitable opportunity I will discuss it with ministerial colleagues.

[Lord Grantchester]

My Lords, my noble friend mentioned the Y network. I believe that the base of the split of the Y will be at Lichfield. The Statement refers to the east arm of the Y, with intermediate stations in the East Midlands and South Yorkshire. The West Midlands route to the north-west is also of crucial importance. Our Victorian pioneers obviously knew what they were doing when they placed the gateway to the north-west at Crewe, as this opens up Liverpool, Derbyshire, Lancashire and Cumbria, as well as Wales, both north and mid-Wales. This Trent Valley route will build on the existing mix of the north-west, link to the airports and, as I understand it, the new deep port plans for Wales. It is also important that there are east-west links which, through Crewe, could link back to Manchester and the east side. Can the Minister tell the House the Government’s plans for this west north-west route and assure us that these phasing plans through legislation do not get interpreted as just focusing HS2 on the south?

[Earl Attlee]

My Lords, the noble Lord has asked me a detailed question about route strategy, and I shall be delighted to write to him.

[Lord Marlesford]

My Lords, given the huge success of the port of Felixstowe in the 25 years since it was bought, developed and now operated by Mr Li Ka-Shing using Hong Kong Chinese capital, will the Government consider encouraging China, which has much resource to invest overseas in infrastructure, to finance, build and, if possible, operate the new line?

[Earl Attlee]

My Lords, I am sure that Her Majesty’s Government look at all possible sources of finance.

[Lord Stevenson of Balmacara]

My Lords, I declare an interest as a resident of the Chilterns, and indeed of the village of Little Missenden, which the Minister kindly mentioned a few minutes ago. I am afraid that I cannot join the general celebration of the announcement today. That is not because I feel that the Chilterns are being badly treated—although I think that they are—but because I share some of the points made earlier about the way in which the business case has been made. I shall return to that at some other time. A key concern of many of the residents in this area, and of many others looking at this matter, is the environmental case. Can the Minister explain why that has been delayed and why we have so far not seen anything on it? Can he say when it will be published?

[Earl Attlee]

My Lords, I have to declare a slight interest—not only am I the Earl Attlee; I am also Viscount Prestwood, because my grandfather lived in the village of Prestwood. The noble Lord asked about the environmental impact assessment. As he points out, that will be produced later on. However, it is a very detailed document. There has been some sustainability assessment of the proposed route, but the environmental impact assessment will be very detailed and look at how we will deal with every adverse impact. That will come along with the hybrid Bill.

[Lord Shipley]

My Lords, in welcoming the announcement—