National Policy Statement (National Networks)

Debate between Lilian Greenwood and Robert Goodwill

Tuesday 13th January 2015 Commons Chamber

[Lilian Greenwood (Nottingham South) (Lab)]

I am sure that Members on both sides of the House are glad finally to debate the national policy statement on national networks, which is a direct consequence of the Planning Act 2008. Its introduction should ensure that decisions on major infrastructure projects are faster, fairer and more transparent, and it will be judged against those criteria.

When the Planning Bill was introduced, the then Government said that it would ensure

“more timely and predictable decisions on infrastructure projects which are key to economic growth”

and international competitiveness. Although this Government’s response may be predictable, it is, unfortunately, anything but timely. The Rail Freight Group told the Transport Committee that the national policy statement

“has been overdue since the Planning Act, and that has caused particular concerns for the people who are developing rail freight interchanges.”

Other policy statements came and went, but the Government’s guidance for our transport networks remained stuck in the sidings. The initial draft of the statement received criticism from many quarters; I will return to that point. The final version was published on 17 December, the last day before Parliament broke up for Christmas, and the text of today’s motion was only published last Thursday.

What is the significance of the document we are being asked to approve? Even on that, the Government cannot get their line straight. The Treasury has described it as a national transport policy, but the Department for Transport insists, on the contrary, that it is not a policy document, but a compilation of technical planning guidance. The national policy statement is delayed and over-spun. In that respect, it is a reflection of this Government’s transport policies as a whole.

The Government would have us believe that the NPS builds on a careful synthesis of the rail investment strategy and the road investment strategy, but their commitment to integration seems to extend only as far as giving road and rail the same acronym. It could be worse—the Transport Secretary initially wanted to call this paper the “rail investment programme”, until an official pointed out that that would become RIP. As passengers are hit by stealth fare rises and season ticket cost increases of more than 30% since 2010, and as the Government’s flagship electrification programme comes off the rails, perhaps the Transport Secretary’s initial suggestion was the more accurate description.

The text of the NPS reveals a total absence of co- ordinated thinking. As the Chartered Institution of Highways and Transportation told the Transport Committee:

“The needs case…appears not to consider integration of modes, other than in very simplistic terms.”

Let us look at those claims in detail. Several critics have described the Government’s roads policy as outlined in the national policy statement as a return to “predict and provide”. Well, the Government are failing to provide, having scrapped £3.9 billion of planned capital investment in the strategic roads network. I suggest that the decision to axe roads investment is the true significance of the Prime Minister’s ill-fated “road to nowhere”.

A view shared by many is that the Department for Transport is not effective in predicting demand. The Campaign For Better Transport, among many other organisations and experts, has argued that the Department has historically overestimated road traffic demand, but those criticisms have not been adequately addressed by Ministers. On the other side of the coin, rail received the opposite treatment in the NPS. Network Rail has said that there was a “significant difference” between the Government’s initial estimates for rail demand, and industry projections. Incredibly, the Department used more conservative estimates for future rail demand in the NPS than it did for Network Rail’s 2012 high-level output specification, and the consequences of that are potentially very serious. Network Rail has warned:

“If it meant that investment did not get consent because of overly conservative forecasts, we would have more crowding and punctuality issues than might otherwise be the case”.

The Minister may say that the NPS has been revised in light of those criticisms, but central forecasts for rail demand growth remain unchanged. In addition, the separate network modelling framework estimates have undergone a suspicious evolution. An original estimate of 36% to 46% growth by 2030 has been replaced by a 50.1% growth estimate by 2033. How does the Minister explain that change? Was the uncertainty in the original estimate removed and the date range simply extended by three years to reach 50.1%? Has a new method been used, or has the Department moved the goalposts?

[Mr Goodwill]

When the Blair Government came to power in 1997 they announced a moratorium on new road building. Will the hon. Lady tell the House which projections they based that on?

[Lilian Greenwood]

The Minister asks about road building, and clearly the intention of the new ’97 Government was to have a multimodal approach to dealing with demand for transport. That was why under the previous Labour Government there was real-terms record investment in our rail network, including building High Speed 1 and committing to Crossrail.

It is unclear whether any significant revision has taken place in response to criticisms by the Transport Committee, as outlined by my hon. Friend the Member for Liverpool, Riverside (Mrs Ellman)—I am sure she will return to that point—as well as other groups. Another question that required urgent attention was the lack of focus on the transport network’s resilience—that issue has already been mentioned today, and I raised it in the House last February. Jeremy Evans, a member of the transport policy panel at the Institution of Engineering and Technology, told MPs that

“resilience is hardly mentioned at all in the NPS”.

The draft was produced just one month before the collapse of the Dawlish sea wall, and that event and other disruptions to the national transport network, including the Christmas chaos on the railways, has thrown light on the need to ensure the resilience of new and existing transport networks.

The final NPS was amended to state:

“In some cases there may be a need for development to improve resilience on the networks to adapt to climate change and extreme weather events rather than just tackling a congestion problem.”

We must recognise progress, however limited or belated it may be. I would, however, like to register the disappointment of those on the Labour Front Bench, especially in the light of recent events, that there is only a single specific reference to ensuring the resilience of the rail network in the revised documents.

Concerns have also been raised by those who pointed out that HS2 was not included in the NPS. I understand the Government’s argument that HS2 is subject to a separate planning process, but it is vital that the objective of integrating HS2 with existing transport networks is maintained. That is why we amended the High Speed Rail (Preparation) Act 2013 to ensure that HS2 is integrated with existing railways, roads, airports, light railways, footpaths and cycleways. That amendment stood in my name and that of the Minister, and received cross-party support. Will he assure the House, when he sums up, that this important principle is being respected as the Department develops its proposals for phase 2 of the project?

We have listened to industry groups who argued that, although the document may be imperfect, it is better than having no policy statement at all. We have already seen the compelling need to reform the way decisions are made on strategic infrastructure. These decisions are often controversial and all parties in the planning disputes that follow should know the process for developing and submitting a planning application, the impact that application will have on the environment and the local communities, and the time scale for reaching a decision.

We have heard that having a national policy statement available in draft form has helped some cases reach an earlier conclusion than under the old system. The document is not, as I am sure the Minister would say, the appropriate means for introducing new policy, and that is one reason why we will not be seeking to defeat the motion. We strongly support the objective of sustainable, long-term and co-ordinated spending settlements for our roads and railways as a way of ending the cycle of stop-start investment, and spending public money more effectively. However, I would like to say a few words about what could and should have been in the NPS if the Government had taken a more constructive approach to long-term infrastructure planning, which would ensure better value for taxpayers’ money.

It should be a source of national embarrassment that Britain has fallen to 28th in the World Economic Forum’s ranking for infrastructure investment. Too many projects are announced before an election and then quietly dropped when the votes have been counted. Decisions are made about the same areas by Network Rail and the Highways Agency without reference to each other’s plans. Changes are approved to the strategic roads network without due regard to the impact on local roads that make up 98% of the total. Indeed, this is a subject on which the NPS is silent, even though this is where problems such as potholes are most acutely felt.

Some 89% of businesses surveyed by the CBI supported the creation of an independent national infrastructure commission, as recommended by Sir John Armitt. The proposal is also supported by the Institute of Civil Engineers, the Manufacturers’ Organisation and many other bodies. However, the Government voted against creating such a body through the Infrastructure Bill.

When it comes to investing in our national transport networks and identifying our long-term infrastructure needs, I am afraid that the Government cannot look back and say the job is done. Having a national policy statement in place for our transport networks will be a step forward, but there is so much more left to do.

--- Later in debate ---

[Mr Goodwill]

With the leave of the House, I would like to make a few concluding remarks.

I will make sure that my colleague the Minister with responsibility for rail is aware of and will examine carefully the points made by the hon. Member for Luton North (Kelvin Hopkins). Let me repeat our thanks to the Select Committee for the contribution it has made. As a former member of it, I know how assiduous it is at doing its work, and I am pleased that the Government are able to accept some of its suggestions, in whole or in part. The hon. Member for Liverpool, Riverside (Mrs Ellman) talked about predictions, and I have to say that many people probably think predictions about future transport demand, like economic predictions, serve the purpose of giving astrology a good name. The fact is that when colleagues come to me to talk about overcrowding on their railway or the congestion on their roads, they are not talking about something that is going to happen in 10 years’ time; they are talking about congestion that is happening now and we need to address now. That is why I am so proud that this Government have addressed those real shortfalls in investment we saw under the previous Administration.

I understand that we are getting close to the election, so I will forgive the hon. Member for Nottingham South (Lilian Greenwood) some of the points she made from the Front Bench. Indeed, I will forgive her the amnesia she seems to be suffering from, which has blocked out the period between 1997 and 2010. Many of her points were demolished with aplomb by my right hon. Friend the Member for Chelmsford (Mr Burns), so I will not go into them at all. I will just pick her up on her comment that our electrification programme is “coming off the rails”. May I gently remind her that the previous Government put in place less than 10 miles of electrification and we are committed to electrifying more than 850 miles? I suspect Hornby electrified more railways than the previous Labour Government did in their time in office.

[Lilian Greenwood]

I welcome the tone in which the Minister is responding, but may I ask him to confirm two things? The first is that it was the last Labour Government who built HS1—67 miles of brand new, fully electrified railway. The second is that only 2% of the Government’s fabled 850 miles has actually been completed under this Government.

[Mr Goodwill]

I shall give the hon. Lady credit for High Speed 1—what a shame we did not start 20 years before, like many of our European and far-eastern competitors. We are finally getting on top of electrification and we have announced major projects—and the money to go with them. I always used to get amused when the previous Government talked about investing in things, because investment is something that is there in 10 years’ time. We are investing in infrastructure, because that is real investment. Many of the previous Government’s spending commitments could not be described as investment because we can no longer see where that money was spent.

I will conclude this debate by highlighting, again, how vital the national networks are, both to our way of life and our economic growth. We have fallen behind our international competitors through years of under -investment. That must be remedied, but it must be done in a balanced, safe and sustainable way, as outlined in the national policy statement. We have taken seriously the environmental concerns raised during the consultation and scrutiny process, and we are committed to improving resilience and safety, and encouraging cycling and walking, wherever possible. I ask therefore that the House approve the NPS.

Question put and agreed to.

Resolved,

That this House approves the National Policy Statement for National Networks, which was laid before this House on 17 December 2014.

High Speed Rail (London – West Midlands) Bill

Debate between Lilian Greenwood and Robert Goodwill

Tuesday 9th September 2014 Commons Chamber

[Lilian Greenwood]

Thank you, Madam Deputy Speaker. I am sorry not to be able to continue to amuse the House.

I am sure that while the Chancellor was busy with all his whatnots, Ministers were busy preparing these changes to the High-Speed Rail (London - West Midlands) Bill this weekend so that it could be considered by the Bill Committee following the vote today. In April, the House endorsed the principle of building a new high-speed rail line from London to Birmingham. The case for introducing more capacity is clear. Passenger numbers have doubled over the past 20 years; the railways are carrying the same number of passengers as they did in the 1920s on a network that is now half the size. Anyone who believes in encouraging the use of rail freight, in supporting modal shift and in tackling road congestion should want to see that growth continue. However, most of our alignments were built to serve Victorian service patterns, and many of our civil structures date back to the 19th century.

The west coast main line, the vital rail artery connecting the north-west, the west midlands and London, is approaching the limits of its capacity. As many hon. Members will know, there are also growing capacity constraints on the east coast and midland main lines. This is no theoretical challenge. Our lack of capacity means that it is increasingly difficult to run more inter-city, freight and commuter services.

Network Rail is being asked to deliver substantial investment over the next five years, but Railtrack’s legacy on the west coast main line is a powerful warning against relying on incremental upgrades. De-scoped, over-budget and over-time, the west coast modernisation project cost the taxpayer £9 billion pounds and delivered only a fraction of the capacity we need, and, just a few years after completion, that extra capacity has been exhausted. I know from speaking to the local authorities and hon. Members whose constituencies are on the route that they never wish to relive that experience. Of course we support electrification programmes and other route improvements, but after the Norton Bridge area works are completed, the options for upgrading the west coast main line further will be limited.

A new approach is needed. The last Government developed the initial proposals for HS2, but after the election, some of the project’s momentum was sadly lost. Labour rightly drew attention to the project’s rising costs, and we went so far as to change the law to ensure better value for taxpayers’ money, through an amendment that stood in my name and that of my hon. Friend the Member for Wakefield (Mary Creagh). Indeed, Baroness Kramer has described the changes, in another place, as putting in place

“a very vigorous reporting process under which the Government must report back annually and record any deviation from budget, and the consequences of that…which has put in place a very intense scrutiny process around the budget.”—[Official Report, House of Lords, 19 November 2013; Vol. 749, c. 949.]

Since his appointment, David Higgins has taken great strides to restore confidence in the project, and we welcome the renewed focus on connectivity and integration with the existing transport network, especially for phase 2 of the project. Of course there can be no room for complacency on costs. The phase 1 route of HS2 is currently being subjected to very close scrutiny, and it is inevitable that some changes will be made, both through the petitioning process and through agreements made directly with HS2 Ltd. The Minister estimated that those additional provisions would lead to a net saving, although he did not specify its exact level. Will he give us an estimate of the cost implications of the alterations announced today, and the net saving involved? I would be happy to take an intervention from him on this point.

[Mr Goodwill]

I can tell the hon. Lady that it is a small net saving; I am sure that the shadow Chancellor will not be able to spend it on all his uncosted pet projects.

[Lilian Greenwood]

It’s a laugh a minute today. The net saving is of course welcome. Will the Minister also tell us, when he responds to the debate, when we can expect the first report on HS2’s initial expenditure, under the terms of the preparation Act?

There are two motions before us today: the carry-over motion and the instruction motion to the Select Committee. The hybrid Bill is reckoned to be the longest piece of legislation ever produced, once the environmental statement is included. When the new documents published today are included, it will have broken its own record. It is therefore right that the provisions for the electronic depositing of Bill documents should continue, although there should also continue to be a number of specified sites where residents can consult physical copies.

The instruction motion requires the Committee to consider a number of alterations to the route, which take the form of additional provisions. The additional provisions published by the Department cover a range of recommendations, from the location of balancing ponds and the preservation of public rights of way to the maintenance of golf course car parks. They mainly affect the constituencies of Government Members and I shall do my best to finish my speech in a timely fashion, because I know that a number of hon. Members wish to speak.

It must be noted, however, that these provisions cover the end of phase 1 in Lichfield and Birmingham Curzon Street to Hillingdon, but no further. I am mindful of the many contributions made in the House by London colleagues, especially those of my right hon. Friend the Member for Holborn and St Pancras (Frank Dobson), who I note is in his place today. It is vital that, when future additional provisions are brought forward, those areas should be given at least equal consideration to the local authorities affected by the proposals.

[Lilian Greenwood]

My hon. Friend speaks on behalf of his constituents, who will be particularly affected by the proposals for Old Oak Common.

In the area around Euston station in particular, considerable uncertainty has been caused by revisions to the designs for HS2’s London terminus. Three times now, alternative plans for Euston have been presented. Local residents deserve better.

[Mr Goodwill]

I should like to reassure the hon. Lady. I had lunch with the right hon. Member for Holborn and St Pancras (Frank Dobson) the other day and saw some of the issues at first hand. Indeed, I think we got a freebie from the restaurateur; we should find out whether we need to declare it. Similar changes are being progressed in the London area, and they will be brought forward when other changes in London, such as the HS1 link removal, are ready to be brought forward, so that impacts such as those on transport can be considered in the round. I remind the House that the changes being debated today were communicated to landowners and to others who might be affected, including Members of Parliament, back in May.

[Lilian Greenwood]

I thank the Minister for that response, particularly in relation to Euston.

It is to be hoped that we will see confirmation before the election that the additional provisions mechanism can be used to resolve some of the long-standing mitigation issues in Euston. We do not object to the principle of making changes to the Bill in this manner. After all, Parliament has already voted to remove the unsatisfactory link to HS1 that was included in the original wording of the Bill. It is likely that further refinements will be made as the Bill progresses through Parliament. However, it is important that these changes are seen not as a final draft but rather as proposals that must be subjected to full scrutiny and a proper consultation period. When there are objections—as there might be, given the changes to land requirements set out in the additional provisions—those petitioners must be heard on the same basis as those who have already started to appear before the Bill Committee. I look forward to further improvements to the scheme.

HS2 is the right project, and it can be improved further. On 1 October, we will mark the 50th anniversary of the first Shinkansen service. The date is perhaps unlikely to be celebrated in this country, except in specialist publications, but it will be a rather sobering reminder that high-speed trains were running abroad when many parts of the UK were still reliant on steam locomotives. High-speed rail is a proven technology, and it has been proven in this country. I recently saw for myself the benefits that HS1 has helped to bring to Kent, including the greatly improved journey times and the connections that allow fast services to radiate out from the core high-speed line. HS2 must similarly be fully integrated with the existing network, and that issue that will no doubt be revisited in David Higgins’s upcoming report.

HS2 should also be seen as an opportunity for utilising the skills gained through the Crossrail project, for training a new generation of highly skilled construction engineers and railway operators and for supporting the 120,000 jobs in the UK’s supply chain. To that end, we want to see a copy of the Government’s long-promised jobs and skills strategy for HS2.

Washwood Heath Marshalling Yard

Debate between Lilian Greenwood and Robert Goodwill

Wednesday 18th June 2014 Westminster Hall

[Mr Goodwill]

I absolutely understand the point that the right hon. Gentleman makes and I will ask HS2 Ltd to give me an update on the progress of those negotiations. Obviously, the time scale for building the project is a long one, and I hope that that will allow an opportunity for Cemex and other businesses that are affected up and down the route to be able to ensure continuity of operation and employment.

HS2 Ltd is in active discussions with AXA, Birmingham city council and others, to identify and resolve as many ongoing concerns as is reasonably practical.

[Lilian Greenwood]

I specifically asked about the jobs and skills strategy, which the Minister mentioned, and when that might be published. He also mentioned the jobs and skills charter and the jobs and skills master plan, which I am not sure that I have seen. Will he say a bit more about those and when they might be in the public domain?

[Mr Goodwill]

I undertook to publish that information by the end of 2014 and that is still the case, although I am afraid that I cannot give the hon. Lady more detail on the date. However, if HS2 Ltd tells me that that information is available, I will give it to her.

HS2 Ltd has met Cemex a number of times since March 2014, with a view to making progress on relocating the business under the code. The next meeting is on Monday 23 June.

Taxpayer analysis is difficult—the right hon. Gentleman talked about how to weigh up the costs of unemployment and everything else—when based on aspiration about jobs, rather than real jobs on this site, so I am not sure whether we can agree a firm basis or set of assumptions upon which the type of analysis requested could take place. To be fair, assessment would also need to include employment opportunity costs and costs of alternative sites. Just because this site would not be available, say, for an overseas investor, does not mean that investment would not come into the United Kingdom: it could go to a number of possible sites around the country, including in the west midlands.

HS2 Ltd is meeting Birmingham city council and Centro as we speak. I am sure that the issues raised by the right hon. Gentleman, including maximising the regeneration of the residual land, will be on the agenda.

I confirm that the control centre will be based on the Washwood Heath site. The 640 jobs are to be created at the depot and we estimate that between 870 and 1,700 jobs could be created on the residual land.

It is also important that we get the terminology correct, to ensure that we all have a consistent understanding of the plans for the Washwood Heath site. The term “marshalling yard”, which is often used by the right hon. Gentleman, underplays the investment of more than £100 million in this area and the range of entry level, intermediate, technical and professional jobs that that will create.

I am afraid that I need to apologise to the right hon. Gentleman, because I have to reiterate the difference between aspirational plans that could create jobs, and the Government’s detailed plans to create actual jobs on the site.

High Speed Rail (London - West Midlands) Bill: Select Committee

Debate between Lilian Greenwood and Robert Goodwill

Tuesday 29th April 2014 Commons Chamber

[Mr Goodwill]

The membership of the Committee is a matter for the House. When after the next election we have a majority Conservative Government, if necessary we could revisit that. It is a matter for the House. We are voting on it today and there is nothing written in stone today that cannot be changed in future by a further motion put before the House and voted on.

The motion sets out that anyone who submits a valid petition is entitled to be heard by the Select Committee, either in person, or through a parliamentary agent or counsel. The motion gives some latitude to organisations petitioning to authorise different officers as their representative before the Select Committee, should they need to do so. The motion provides for the Committee to meet during recess should it wish to do so, and also to hold its hearings away from Parliament if it so wishes. I know that one of the amendments tabled refers to its meeting in other parts of the country. It would be for the Committee to decide if it would be useful to do so.

However, our hope is that people will not feel the need to petition. HS2 Ltd has produced a significant number of information papers which are published on its website. These attempt to address the key concerns that people have about the project, such as the impacts of construction and noise. I encourage hon. Members and their constituents to read those papers, as this might stop unnecessary petitions.

It is established practice that the Select Committee cannot hear petitions against the principle of the Bill. That principle was agreed by the whole House on Second Reading yesterday, and it would not be appropriate for a Select Committee to consider changes that might undermine the decision made by the whole House. This instruction, therefore, sets out the principle of the Bill for the Select Committee: the provision of a high-speed railway between Euston and a junction at the west coast main line at Handsacre in Staffordshire, with a spur from Water Orton in Warwickshire to Curzon Street in Birmingham. The principle also includes the intermediate stations at Old Oak Common and Birmingham Interchange located near the airport, and the broad route alignment set out in the plans and sections deposited with the Bill. This principle should give the Committee sufficient scope to address the issues of petitioners without sacrificing the desired capability of the railway to give the benefits expected.

The instruction also addresses the Secretary of State’s decision to remove the HS1 link. The removal of the link was agreed as part of Second Reading yesterday. The instruction, therefore, requires an amendment to be made to remove the link and then treats the Bill as though the link were not included in the principle. Therefore, there is no need for people opposed to the link to petition against the link, as it will be removed. It is also not possible for the Committee to hear petitions in favour of a link, in the same way as it is not possible for the Committee to hear petitions in favour of an extension to Newquay, for example, or anywhere else. That is beyond the principle of the Bill.

[Lilian Greenwood (Nottingham South) (Lab)]

I agree that it should not be for the Committee to devise an alternative link, but can the Minister clarify whether the Committee could hear petitions for passive provision, which would future-proof the project if a link were deemed desirable at a future date?

[Mr Goodwill]

The hon. Lady makes a very good point. Indeed, there is already passive provision in the first phase to allow the Heathrow spur to be constructed, should it be decided to go forward in that way. From an engineering perspective, it would be very expensive and disruptive to try to join that link. Similarly, in relation to the passive provision for the HS1 link, it is ultimately for the Committee to decide whether or not a petition should be heard. The Committee may choose to hear petitions relating to a future link not being precluded, but the work of the Committee is about the railway before it and it cannot get bogged down considering the merits of links that may or may not happen.

Rail Services (South-East England)

Debate between Lilian Greenwood and Robert Goodwill

Wednesday 12th February 2014 Westminster Hall

[Mr Goodwill]

I suppose that my constituents would counter that by saying that the east coast main line is the line that contributes to the Government’s coffers, whether through a franchise operation or its current nationalised express, as I think someone called it the other day. A lot of investment is going into London and the south-east because that is where we see the most congestion and overcrowding. The £6.5 billion investment in Thameslink will link Kent, Sussex and Surrey, through central London, with Hertfordshire, Bedfordshire and Cambridgeshire. The Thameslink programme will deliver up to 1,140 carriages of high-capacity, next-generation rolling stock, in addition to some 600 new carriages that are being provided as part of the Crossrail project, which is a significant enhancement of the rail network’s capacity. I do not need to mention that Crossrail is the biggest engineering project in Europe. I was down there yesterday morning to see how work is progressing, and it is expected to be delivered on time.

My hon. Friend the Member for Dartford referred specifically to the service provided by Southeastern. As one would expect, the Department closely monitors rail performance, and I will spend a moment providing a little more detail on some of the recent performance trends. The key headline indicator for rail performance is the public performance measure, which measures the percentage of services that arrive between one minute early and five minutes late of their timetabled time.

The most recent period data available, from April 2013 to 1 February 2014, show a total average PPM score for the Southeastern network of 89.8%, which is 2.4 percentage points below the target agreed between the operator and Network Rail. Southeastern’s PPM score positions it in the lower mid-table when compared with all other train operating companies. Compared with similar operators in the region, Southeastern has a higher PPM score than Southern Railway, which is at 86.8%, and a slightly lower PPM score than South West Trains at 90.2%.

Southeastern’s franchise agreement, in keeping with all franchise agreements, includes operator performance benchmarks for delay minutes, cancellations and train capacity. Those benchmarks are a contractual requirement, which, if breached, can result in actions against the operator, such as additional passenger benefits at no cost to the Department or, in the case of extreme poor performance, franchise termination. Southeastern is currently performing within its contractual benchmarks and has been doing so for the duration of its franchise. My officials assure me that swift action will be taken if performance benchmarks are breached.

[Lilian Greenwood]

Those figures indicate that, for many passengers, one in 10 services will be delayed, and the franchise has been extended by more than four years. How can passengers feel confident that the system is on their side when, effectively, the franchise will continue for a long period without passengers seeing any improvement in performance?

[Mr Goodwill]

As the hon. Lady knows, not all delays are due to the actions of the franchisee. Network Rail sometimes has some explaining to do, particularly on overrunning engineering works, which can be a problem. I will address that later in my speech.

--- Later in debate ---

[Mr Goodwill]

I note that point. Commuters use High Speed 1 to access London, so it would probably be unfair to exclude the line from the figures. I merely note that the figures are skewed because of the excellent performance of High Speed 1, which is built to a much higher standard. The angles of embankments, the engineering and the standard of the overhead lines are of a higher standard than the third-rail service used by many other trains, which can be disrupted by bad weather.

Southeastern is keen to influence improvement in Network Rail’s performance, and it recently requested a formal review with the Office of Rail Regulation, given several periods of missed delay minute targets. There are particular concerns about trees on the track, which can be mitigated through good vegetation management. There is also concern about landslips, which are controllable through targeted drainage management. Network Rail has its own views on the reasons for the disappointing drop in its performance, which it primarily puts down to extreme, unprecedented weather. Network Rail does, however, accept that performance must improve significantly, and it is engaged in open dialogue with Southeastern. We have told Southeastern that it must continue to challenge Network Rail to improve its performance on the Southeastern network. I await with interest the outcome of the formal review and expect to see both parties working together on targeted improvement strategies in the coming months.

Although Network Rail’s performance on Southeastern’s network has been unsatisfactory recently, investment has not been neglected. Major programmes of investment completed or started in the past 12 months include a £16 million upgrade of Gravesend station, a £7 million upgrade of Dartford station and a £6 million upgrade of Denmark Hill station.

[Lilian Greenwood]

The Minister is generous with his time. Returning to the point he made a moment ago, is he satisfied with the work that Network Rail has done to assess the stability and resilience of its railway? Has it been doing enough maintenance work to ensure that the network can cope with the difficult weather conditions that we have seen in recent weeks?

[Mr Goodwill]

I have already said that a full assessment needs to be done on how the adverse weather might have affected the stability of some tracks and on how vegetation management could contribute to fewer instances where lines are blocked by fallen trees. It is, however, often difficult to predict these weather situations. With the St Jude’s storm, the trees were in leaf, so trees that normally would not have succumbed to the high winds were brought down. I am sure that the hon. Lady would not suggest widespread desecration of the green corridors, which many rail lines offer and have environmental and ecological benefits.

In the near future, a new station at Rochester will be built, with completion in the winter of 2015. Nationwide, Network Rail has invested and will continue to invest billions of pounds in maintaining and improving the rail network. Between 2009 and 2014, it invested more than £37 billion, and more than £38 billion will be invested in the next five years.

Although the operational performance on the Kent route as measured by PPM has been disappointing over recent months, there is some positive news from the autumn 2013 passenger survey results, which were published by Passenger Focus last month. That independent survey of passengers’ views showed that 84% of passengers are satisfied with Southeastern’s service, matching the company’s record performance achieved off the back of the Olympics success in 2012. The result was also better than the national average of 83% and the average for London and south-east operators of 82%. That is an industry-leading result and is very encouraging, particularly given the severe weather experienced during that period. I suspect that some of that result is down to passengers understanding that severe weather causes disruption and not blaming the rail company specifically for that.

In further positive news, Southeastern’s performance on the provision of information about trains and platforms rose significantly to 83%, from last year’s score of 78%. That is a London and south-east sector-leading result. Southeastern’s performance did, however, decline on punctuality, reliability and rolling stock condition. Southeastern remains relatively close to the London and south-east average, and it exceeds the sector average on punctuality. In fairness to Southeastern, it is hardly surprising that customers’ ratings on punctuality and reliability have fallen, given the severe weather experienced and the escalating delay minutes attributable to Network Rail. Even given those relatively positive results, there is no complacency in the Department. My officials have discussed the issues with Southeastern and have received assurances that it is committed to driving improvements in the national passenger survey variables. Indeed, the future franchise will link financial reward to NPS performance.

On the specific points raised in the debate, I was pleased that my hon. Friend the Member for Dartford mentioned the safer station scheme, which has been such a success. I hope that we will build on that progress. He also mentioned the cost and availability of parking at stations. We need to build more cycle parking. I have been to a number of cycle parks at stations around the country and know that providing cycle parks facilitates the use of more environmentally benign ways to get to stations, and we are keen to build on that progress.

The right hon. Member for Southampton, Itchen (Mr Denham) discussed how the rise in fares and season tickets affected his constituents. A season ticket from Southampton costs £5,200 and the hon. Member for Lewisham East (Heidi Alexander) mentioned that a season ticket from Hither Green costs £976. People planning their commute might look at alternatives, and purchasing and running a car for £5,200 would be a challenge, particularly if the congestion charge was included. A season ticket from Hither Green costs less than paying the congestion charge for a car for a year. We are aware of the real issues that people face in paying for their commute and how it affects their decisions on where to live. People might find that they cannot afford property in central London, but also that they cannot afford the commute from further afield.

The fares that we collect enable us to secure investment in the rail infrastructure, and the fare box must play its part. Passengers on Southeastern trains have experienced large fare rises because of the retail prices index plus 3% fares cap, which was put in place when the franchise was let under the previous Government. The hon. Member for Nottingham South drew attention to those rises, but did not volunteer to take any of the blame for them. Members will be aware that the Chancellor announced that we would lower the cap on regulated fare rises, and that includes most season tickets. On average, those rises will be no more than RPI. That applies not only to Southeastern trains, but to all franchises for which the Government are responsible. It is the first time in 10 years that that has been the case.

Mention was made of other franchises around the country and the level of satisfaction with them, despite large subsidies. In my constituency, the Northern Rail franchise does not receive very high customer satisfaction ratings, and a lot of that is down to the regularity of the services. The first train from Whitby to Middlesbrough, for example, does not arrive at its destination much before 10 o’clock in the morning, and much of the rolling stock is old indeed.

[Lilian Greenwood]

I am reluctant to ask the question, given that the debate is on rail in the south-east, but the Minister mentioned rolling stock on the Northern Rail franchise. The Pacer trains are extremely old and rather uncomfortable. What plans do the Government have to update the rolling stock on that franchise?

[Mr Goodwill]

I fear we are digressing, Sir Roger, but my point was that I share the pain, given the level of ridership on those trains. The hon. Member for Lewisham East mentioned the 12-car trains and called for longer trains through her constituency. She will be aware that discussions are ongoing on a new Southeastern franchise, and I will ensure that her views are fed into that discussion, to see what can be done, although it is a busy stretch of railway and there are limits on the amount of rolling stock available. She also mentioned overrunning engineering works, which are a perennial problem that affect a number of lines up and down the country. We are aware of the possession overruns by Network Rail, but one cannot plan for unexpected situations, such as fires at signal boxes, suicides and copper theft, which result in disruption on the railway and Network Rail has little control over them.

The shadow Minister made a number of points and was very good at mentioning many prospective candidates, and I wish them well. It is true that Southeastern has cancelled many more trains than usual, particularly in December 2013. Cancellations for the previous five months were ahead of plan, and Southeastern has admitted that the problems in December could have been managed better. The spike in cancellations was due to staff and drivers not working overtime, as is normal, due to the poor weather. In addition, many drivers could not get to work due to disruption to roads and rail infrastructure. Southeastern said that it has learned lessons from the incident.

On the Thameslink upgrade, the plans are completely on track and it will be a phenomenal success, delivering a step change in capacity through central London from 2018.

As my hon. Friend the Member for Dartford will know, the Department is planning a four-year direct award contract with Southeastern from October 2014, in accordance with the refranchising programme borne out of the Brown and Laidlaw reviews. As he will understand, I cannot go into the specifics, as we are due to enter negotiations with Southeastern in the coming months. I can, however, outline some of the expected service and performance benefits.

The new Kent franchise has been specifically designed with customer satisfaction at its heart. For that reason, an innovative performance regime, which contractually requires operator-funded investments where national passenger survey targets are not met, has been included. In addition, a financial incentive regime will be linked to the standard operator benchmarks of delay minutes, cancellations and train capacity, which are the contractual measures that I mentioned earlier. Attaching financial reward to customer satisfaction and operational performance is an essential element of the new franchise and is designed to drive passenger benefits and, ultimately, continued strong growth in rail travel.

Making performance more transparent is another aim of the new franchise. Southeastern currently reports an average monthly public performance measure, but in the new franchise, it will be required to publish PPM performance data by route, which addresses my hon. Friend’s point, in addition to its overall PPM average. We will discuss with Southeastern what other information can be published about customer experience. I expect that increased transparency will help passengers to make better-informed travel decisions and allow improvement strategies targeted by the operator on the worst-performing routes. Greater transparency will also enable my officials more effectively to challenge the operator’s delivery.

On timetable enhancements, Southeastern has consulted on a number of improvements for the new franchise, including extending Victoria to Dartford services later into the evening and all-day services between Deal and Sandwich and St Pancras. There is, of course, no guarantee that the proposed enhancements will be accepted by Network Rail, but they are under active consideration and demonstrate that Southeastern is responding to customer demand. Southeastern is also in discussions with Transport for London about extending Oyster services to Stratford International, Dartford and Swanley. Again, I cannot guarantee that the proposals will be realised in the current franchise or the direct award period, but they are under real consideration. Indeed, when I last met the Mayor of London and Sir Peter Hendy, they said that they were keen to roll out cashless payments for journeys into London, but I note my hon. Friend’s comment that that need not be facilitated by extending TfL’s empire into Kent.

In conclusion, we are aware of the issues that my hon. Friend has raised about this important commuter area. I assure him that we will maintain pressure on the operator both to exceed performance targets and to work with Network Rail to facilitate a step change in their performance. I am currently satisfied that Southeastern is committed to driving improvements, as evidenced by its efforts to secure an Office of Rail Regulation formal review with its industry partner, Network Rail. I hope that by outlining some of the Department for Transport’s plans for the four-year direct award period, I have shown that the Department is committed to driving real improvements in transparency, performance and customer satisfaction. I am grateful to my hon. Friend for bringing performance on the Southeastern network to the attention of the House.

First Capital Connect (Hertford Loop)

Debate between Lilian Greenwood and Robert Goodwill

Tuesday 28th January 2014 Westminster Hall

[Lilian Greenwood]

I agree that that danger could present itself, if there is devolution of only part of the route. It is important that we understand whether the Minister is considering devolution and, if so, how protection would be put in place in respect of such issues. I understand why the hon. Gentleman expresses concerns on behalf of his constituents.

The Hertford loop is a branch of the east coast main line. Of course, hon. Members’ constituents have the option of catching a direct train to Stevenage, unless they are already there, where they can change on to InterCity East Coast services. As a key transport artery, we have to look at the east coast main line’s inter-city services and how they relate to First Capital Connect’s commuter provision, just as we look at improvements to the Hertford loop in the context of the wider Thameslink programme. In recent years, the quality gap between inter-city and commuter services on the east coast main line has widened, but instead of concentrating on bringing the local trains up to standard, the Government are committed to abolishing the successful long-distance operator.

East Coast has gone from strength to strength since the last private operator failed in 2009. Record passenger satisfaction and punctuality ratings have been achieved and all profits are reinvested in the service. However, if the Government’s privatisation goes ahead, that money would be split with shareholders instead. By the time the Government expect the new franchise to start, almost £1 billion will have been returned to the Treasury in premium payments.

This year, East Coast has raised fares by an average of 1.2%, a real-terms cut, at a time when commuters across the country are having to budget for fare rises of more than double the rate of inflation. This decision was a welcome relief for passengers up and down the line, including those who change on to East Coast services from north London and Hertfordshire, but it underlined the absurdity of the Government’s drive towards privatisation, which seems born out of a desire to end this successful alternative to franchising before the election. It certainly does not seem to relate to the passenger power that the hon. Member for Hertford and Stortford wants.

It is nonsense that the current successful operator has been barred from bidding for ideological reasons, but Eurostar East Coast, which is ultimately owned by the French and British Governments, has been shortlisted. The refranchising budget runs to £6 million. In the light of today’s discussions, it is disgraceful that Ministers are wasting Government time and taxpayers’ money on this unneeded, unwanted and wasteful privatisation, instead of getting to grips with the cost of living crisis and addressing problems on routes such as the Hertford loop.

[The Parliamentary Under-Secretary of State for Transport (Mr Robert Goodwill)]

Is the hon. Lady considering taking other services back into the public sector when the franchises run out, should her party win the next election?

[Lilian Greenwood]

The Minister is aware that we are committed to maintaining East Coast as a public sector comparator, if we are in a position to do that, if he has not already privatised it. Certainly, given the amount of taxpayer and fare-payer money going into our rail system, we are right to be open-minded about considering possible rail reform, in the interests of passengers and taxpayers.

Investment in the Hertford loop line must lead to improved services in the short term and long-term strategic questions need to be dealt with, including about the trains used on the line. I urge the Minister to concentrate on securing those improvements, on this line and on other commuter lines, instead of pursuing a costly and wasteful privatisation that will not benefit passengers.

--- Later in debate ---

[Mr Goodwill]

I will see whether that information is available. If my hon. Friend tables a written question, he will probably get an answer more quickly than if he writes me a letter. Written questions seem to be an effective way to get officials to work as quickly as they can.

We have already told First Capital Connect that it must continue to challenge Network Rail to improve its performance on the line, and we are seeing some positive signs, including better plans for clearing trackside vegetation and for reducing minor defects in overhead line equipment. Network Rail has also started a programme of measures to reduce fatalities at stations. I welcome the programme, and I am aware that Network Rail has looked in some depth at how those tragic incidents can be reduced. Not only are fatalities still a significant cause of delays on the network, but of course each and every incident is a tragedy for the families of those involved.

First Capital Connect’s franchise agreement, as with all franchise agreements, contains benchmark measures. It should be stressed that although passengers have seen some significant delays, particularly in the recent extreme weather, the operator’s overall performance is well within its contractual requirements, which are measured as moving annual averages. We will continue to monitor the situation closely, and we will be quick to act in the event of any breach of the operator’s contract.

[Lilian Greenwood]

What discussions has the Minister had with First Capital Connect on how it deals with delays? The hon. Member for Broxbourne (Mr Walker) said that delays are often unavoidable, such as in periods of inclement weather, but it is how the operator deals with those delays and informs passengers of the cause and of how long the delay will last that causes the most inconvenience and upset.

[Mr Goodwill]

The hon. Lady is right. One of the problems, as mentioned by my hon. Friend the Member for Stevenage (Stephen McPartland), is with the information provided to passengers. We have discussed inaccurate information on the live update boards with First Capital Connect, and my hon. Friends the Members for Broxbourne (Mr Walker) and for Enfield North, who also mentioned the problem, may be interested to know that First Capital Connect is already considering the implementation of a live countdown system at a number of stations. Although I cannot promise that the system will be installed at every station for the time being, it is definitely a step in the right direction.

This month Passenger Focus, the statutory representative body for rail passengers, published the autumn results of its national passenger survey, which contained some positive signals for First Capital Connect passengers, so it is not all bad news. For example, First Capital Connect showed an annual 10% increase in satisfaction with the way it deals with delays and a 5% increase in satisfaction with the helpfulness of staff. Good results were also seen in improvements to the train and station environment; passengers report that trains and stations are cleaner and better maintained.

[Mr Goodwill]

I am not saying that everything in the garden is beautiful. I am saying that there are a few more blooms around this year than in the past. The pressure is now on First Capital Connect to improve performance on punctuality and reliability, in which the survey showed an annual decline.

As my hon. Friend will know, we are planning to re-let the franchise in September, and the Department is currently assessing bids from several operators and looking at their plans for the future. I am sure he will understand that I cannot say more about the details of those bids at the moment, but I assure him that the new franchise will contain a regime of financial penalties and rewards to improve passenger satisfaction.

The extent to which bidders meet or exceed the Department’s requirement to improve the quality of services and to increase customer satisfaction will form an important part of the evaluation of bids, as my hon. Friend suggested. The winning bidder will be required to publish a regular customer report, setting out how it is engaging with passengers and taking account of their views, and how it is meeting its commitments and targets. It will also have to monitor and publish its performance against a new passenger experience metric, which combines a national passenger survey of satisfaction run by Passenger Focus, an independent body, and an objective assessment of service quality. We will, of course, make further announcements in due course.

If my hon. Friend is interested, extensive information on the new TSGN franchise is available publicly on the gov.uk website and includes the draft franchise agreement and the invitation to tender. Between them, those two documents set out the Department’s detailed expectations of all bidders hoping to be the next operator of train services in my hon. Friend’s constituency. In particular, they provide a full explanation of how the operator will be challenged to improve services throughout the entire spectrum of passenger experience, and detail how it will be rewarded if it exceeds passenger expectations, or held to account if it falls short. They also explain how the operator will be measured against the targets, including by reference to the national passenger survey independently undertaken by Passenger Focus.

On compensation for passengers, Network Rail pays compensation under schedule 8 of its track access agreement to train operating companies for unscheduled delays. A proportion of that will find its way to passengers via delay repayment refunds, but I accept that it is sometimes a hassle to fill in the paperwork and get the refund.

I was pleased to hear my hon. Friend the Member for Enfield North praising some of First Capital Connect’s front-line staff. I hope that passengers will take advantage of its facility to nominate staff who go an extra mile for passengers.

[Lilian Greenwood]

I want to take the Minister back to the new franchise, which is a management-style contract. How will he ensure, or what action has he taken to ensure, that there is better integration between Network Rail and the successful operator under the new contract? I am thinking of experience elsewhere, such as the alliance with South West Trains.

[Mr Goodwill]

There is often criticism of such franchises and questions are asked about what incentive there is for the operators to provide a decent quality of service as they do not keep the revenue. We are very mindful of that.

The winning bidder’s performance in key areas will be subject to a performance regime with financial incentives and penalties used to drive the quality of service, protect passengers’ interests and, therefore, increase revenue. The winning bidder will focus on reducing delays, cancellations and short trains and improving customers’ experience of the railways in the franchise area, not just on minimising costs.

High Speed 2

Debate between Lilian Greenwood and Robert Goodwill

Tuesday 14th January 2014 Westminster Hall

[Mr Goodwill]

The hybrid Bill process, which we hope to commence this year, will provide an opportunity for those who want to make representations. As I say, however, 77% of the line in my right hon. Friend’s constituency will already be in a tunnel.

My right hon. Friend also referred to the KPMG report. HS2 will of course not serve all areas of the UK, which is reflected in the figures, and the benefits will naturally be greater in the places directly served by the line. Of course, the analysis does not include the benefits of other investments to boost the transport system. Indeed, the Government will invest £73 billion in the next Parliament, of which only £17 billion will be spent on HS2 and which will help the places not being served by HS2, particularly those in the north of England.

[Lilian Greenwood]

Does the Minister accept the Select Committee on Transport’s recommendation that the Department, HS2 Ltd and Network Rail work together on identifying potential high-speed Britain projects that might be included in the next control period for transport spending?

[Mr Goodwill]

It is vital that other investment happens in both rail and road infrastructure and that account is taken of how that will dovetail with High Speed 2. HS2 will also free up capacity on the existing classic network to allow services to places such as Blackpool or Shrewsbury and, most importantly, for more freight, which many people have missed. Moving freight off the roads and on to rail will free up capacity on our roads.

The hon. Member for Nottingham South (Lilian Greenwood) mentioned apprenticeships. It is envisaged that HS2 will create up to 2,000 apprenticeships during its construction. I was pleased to be with Sir David Higgins and other Ministers at Old Oak Common this morning, when the further education college that will focus on the skills necessary for HS2 was announced. Several locations have been proposed, and I will take on board the suggestion made by the hon. Member for Edinburgh North and Leith (Mark Lazarowicz).

I believe passionately in a successful Britain and in a country that can compete and thrive in the global economy. To achieve that, we need infrastructure that is fit for the 21st century and beyond. Nowhere is that truer than in the context of transport, which is a key enabler of economic growth. Good transport equals good economic conditions. An important way to support British business, to power up the recovery and to put people back in work is to invest in and modernise our transport networks. Growth and prosperity are created by businesses and people having ideas, taking risks, innovating, working hard and creating jobs. A balanced and successful economy requires modern and efficient infrastructure. The Government’s role is to help create the conditions for success by fostering the security, skills and infrastructure that support our economy. By delivering additional capacity and enhanced connectivity, transport infrastructure allows businesses to grow and work together and to access a wide range of customers, suppliers and skilled labour. Business investment is encouraged by the quality of transport links, influencing the decisions of international companies on where to locate and, in turn, increasing investment in the UK.

Transport infrastructure has particular economic significance for UK cities. In 2009, London and the core cities of Birmingham, Bristol, Leeds, Liverpool, Manchester, Newcastle, Nottingham and Sheffield, together with their wider urban areas, contributed almost 50% of UK GDP. The core cities deliver 27% of the UK’s GDP and need to be better connected to thrive and achieve higher levels of growth if they are to close the performance gap between the south-east and the rest of the country—the so-called north-south divide.

Major infrastructure investments like HS2 stand apart from many other decisions made by the public and private sector. They affect the lives of generations of citizens and last centuries, not decades, which makes it important that we make the right decision. In proposing HS2, the Government are firmly convinced that we are investing in a solution that is right for the future economic development of the country, and I am pleased that we have such widespread cross-party support.

HS2 is a transformational project that will enhance rail capacity, connectivity and reliability, helping to underpin economic growth. It will provide the spine for a truly national network, connecting seamlessly to the existing rail network, serving destinations not directly on the high-speed line, releasing capacity on the existing main north-south lines to enable additional commuter, regional or freight services to use the line and freeing up more space on existing trains. It will provide a step change in the capacity of the rail network to accommodate the growing demand for long-distance travel. Our transport system is already under strain, as we have heard today, and will only get worse as demand continues to grow. Alongside the £73 billion that the Government will invest in all forms of transport by 2021, HS2 will help us get ahead of current demand on our core transport network.

HS2 will slash journey times for passengers between our key cities and regions: London to Birmingham will take just 49 minutes, London to Manchester just 1 hour 8 minutes, and London to Leeds just 1 hour 23 minutes. The hon. Member for Edinburgh East knows the current journey times between Edinburgh and London all too well. Scotland will benefit from high-speed services from the moment that HS2 opens. The Y network allows for the seamless transition of trains on to the east and west coast main lines and is expected to slash the journey times between Edinburgh and Glasgow to London by up to an hour, which will benefit the Scottish economy by some £3 billion.

Scotland is an important part of the United Kingdom, and we must not be swayed by those who propose dangerous alternatives. In November last year, the Secretary of State for Transport announced further work into rail capacity and connectivity in Scotland and between Scotland and England. The study’s objective is to identify the broad options available and to provide the evidence base for any future decisions. Work is ongoing and a draft report will be ready in time for the summer recess.

We have taken steps to ensure that the economic opportunities presented by a scheme as transformational as HS2 are fully exploited. The HS2 growth taskforce, ably led by Lord Deighton, has a relentless focus on maximising the economic growth potential of HS2. Lord Deighton was also at Old Oak Common today to see the potential in that part of London. HS2 will be the biggest infrastructure project in Europe and will have a significant direct impact on local jobs, particularly in engineering and construction. Independent research predicts that HS2 is capable of directly generating up to 22,000 jobs in the next five years, rising to a maximum of 50,000 jobs by the late 2020s. In addition, HS2 will support over 100,000 jobs. Phase 1 will create 40,000 jobs in the midlands and London and phase 2 will create at least 60,000 jobs in the midlands and the north. We recognise that the benefits will not just fall into our lap, and the role of the growth taskforce is to identify the work that must be done in advance to ensure that we capture the full potential of this investment for the UK.

In conclusion, HS2, coupled with the record investments we are making in existing transport, is the right solution to the transport challenges that we face. It is about a step change in capacity and connectivity for passengers. It is about unlocking the potential of our major cities and regions, supporting jobs and driving growth. It is about building a dynamic society, a thriving economy and a successful Britain. HS2 is not just a viable proposition for a new railway; it is so much more than a piece of transport infrastructure.

High Speed Rail (Preparation) Bill

Debate between Lilian Greenwood and Robert Goodwill

Thursday 31st October 2013 Commons Chamber

[Mr Goodwill]

That will be for the railway companies to decide; it will be up to them to decide how best to utilise this stock. Obviously, the rolling stock will be rolled out as it is produced, but having trains arriving in Glasgow and Edinburgh at that early stage of the project will make a major contribution to helping to keep our kingdom united.

[Lilian Greenwood (Nottingham South) (Lab)]

I wish to begin by welcoming the Under-Secretary of State for Transport, the hon. Member for Scarborough and Whitby (Mr Goodwill) to his place. I know that he has a strong personal interest in transport issues. Although I am sure we will disagree on many issues, I am glad that we have been able to reach agreement on a number of today’s amendments, and I look forward to our future debates.

Amendment 17 has its origins in the Bill’s Committee stage. Members on both sides of the House contributed to its development, after my right hon. Friend the Member for Holborn and St Pancras (Frank Dobson) moved an amendment requiring integration with other modes of transport. The Minister at the time, the right hon. Member for Chelmsford (Mr Burns), who is in his place, said that he was minded to accept it. We want people to have a real choice about how to travel, be it by rail, by car, on a bicycle or by walking. We especially want to make sure that active travel is an attractive option, because it has many huge benefits, including for health and tackling congestion. We want that to be encouraged, so we welcomed the move to have better integration. We warned, however, that any amendment should pay regard to walking, cycling and light railways, so I am pleased that those concerns have been addressed by this sensibly worded addition to the Bill—of course I would say that, because it stands partly in my name.

Light rail will play an important role in linking stations in Birmingham, the east midlands and Sheffield to the high-speed network. The importance of making conventional rail accessible to pedestrians and cyclists is now recognised across the country; we have seen increasingly that railways stations have been adapted in that respect. It is right to enshrine that objective in the legislation for HS2. It is a real achievement that both cycling and walking will now be acknowledged in the Bill on the same basis as other modes of travel. We need to acknowledge that when people make a journey they regard it as starting when they close their front door. Making that whole journey as seamless as possible—not just the train bit, but how they get to the railway station and how they progress at the end—is vital. We therefore welcome the approach that has been taken.

Amendment 17 is a good example of a Bill being improved through parliamentary scrutiny. Integration between high-speed rail and the conventional rail network will benefit communities far beyond the areas directly served, and we want to make sure that HS2 is fully accessible to everyone, irrespective of their mode of travel. I am happy to commend the amendment to the House.

--- Later in debate ---

[Lilian Greenwood]

The whole point of the project is to provide extra capacity, including on the west coast main line. Obviously, the detail of what timetables will be in place needs to be worked out, but we would hope that they will be able to provide additional services to many cities, including my hon. Friend’s city, and we will call for that.

[Mr Goodwill]

There will certainly be very good news for people in Shrewsbury and Blackpool, where operators are keen to provide services but cannot currently do so because of congestion on the existing network.

[Lilian Greenwood]

The Minister rightly talks about the capacity constraints we already face on the west coast main line, and it is vital that everyone in the country is consulted on how the additional capacity is used when it is created by the high-speed line.

--- Later in debate ---

[Lilian Greenwood]

I am sure that many people who want to go to the north would not, for a minute, wish to get off at Milton Keynes. The fact is that there simply is not enough capacity. I am sure that people who live in Milton Keynes are looking forward to the extra capacity created by HS2 and the possibility of additional services, particularly for commuters, that that will free up on the west coast main line.

Let me now deal with the amendments relating to the links to Scotland. Labour has always supported the principle of bringing high-speed rail to Scotland, which is why the previous Labour Government set up HS2 Ltd to examine possible routes to Scotland. HS2 will bring real benefits, enabling faster journey times and adding to capacity on the main line routes to Scotland. We wanted to put those benefits in the Bill in Committee, but we were told by Transport Scotland that the Scottish Government opposed altering the Bill. It was therefore somewhat curious to see the Scottish National party tabling such amendments.

One purpose of the Bill is to provide a legal basis for future extensions of the high-speed network, providing that the economic case can be made for them. With the Government failing to keep the costs under control, we need to focus today on the HS2 network as planned. I would be interested to hear what work the Government are doing on the costs and benefits of extending the line. We have seen reports in the media that the Government are going to launch a feasibility study into extending the line to Scotland. I do not know whether the Minister would like to take this opportunity to intervene to confirm that and explain the timetable for the study.

[Mr Goodwill]

I always think it is a good idea not to try to run before we can walk; let us get to Birmingham and Manchester first. I am sure that we will be looking at extensions, but they are not at the top of my to-do list at the moment.

[Lilian Greenwood]

I thank the Minister for his response; clearly the media reports are wrong. It is ironic that the SNP should be proposing to take this line to Scotland, given that the one thing we can guarantee is that the SNP plans for separation would make the possibility of a high-speed line across the UK even less likely.