High Speed Rail (London–West Midlands) Bill

Debate between Lord Framlingham and Lord Berkeley

Committee: 2nd sitting (Hansard): House of Lords
Thursday 12th January 2017 Grand Committee

[Lord Berkeley]

My Lords, I am sorry to go on so long but we are nearly getting to the end.

Noble Lords may wonder why we have tabled this amendment. For the last 20 years we have had freight trains and passenger trains. They are separate, regulated separately if they are regulated, and they mostly operate on the same tracks. More recently, there has been greater pressure on passenger trains to carry bicycles—obviously, wheelchairs are allowed for anyway—but they have also started to take small packets of freight. I think many Ministers have agreed that that is a good way of getting small consignments off the road and on to rail at very little marginal cost. It happens on the midland main line now, with parcels, medical samples and things like that, and as noble Lords may know, it happens with crabs and lobsters from the West Country—Penzance—some of which are alive. That is extremely successful.

There is a lot of pressure from some people in the industry, both on the freight and the passenger side, to develop this quite dramatically. Eventually, you could use an old multiple unit train, put roll cages in there, take it up to a main line station and deliver things in a very much more environmentally friendly way than you could by running big lorries in all the way. However, there is a half-way stage of not having enough volume to justify a complete train but having more volume than goes in a suitcase.

It would be interesting to explore whether Ministers think that all new trains—of course, the trains in this amendment will have to be the High Speed 2 ones, although I hope it could be extended—would have some flexible space. At night, when there is not much traffic, there could perhaps be freight in the end coach; in the daytime there could be bicycles—there is a big demand for carrying bicycles; and for anything else that comes along, they could still have flap-down seats when not too many people need to stand.

This is therefore an opportunity to look at the design of coaches again with regard to a changing demand for both passenger and freight. I beg to move.

[Lord Framlingham]

Is not the noble Lord talking about the old guards’ van?

[Lord Berkeley]

The noble Lord is tempting me to get on to the issue of guards, which I shall not do. The answer is yes—but it is not for the guard but for other things. But there are not many left.

--- Later in debate ---

[Lord Berkeley]

Noble Lords will be aware that there was a consultation on the hybrid Bill procedure, which closed just before Christmas and on which the clerks can provide us all with details. I think that is the forum for discussing how the procedure works, whether improvements could be made, whether everybody was treated fairly, and so on. I suspect it will be the first of a number of inquiries. We all learn from these processes, but I am not sure that today’s Committee is the right forum in which to discuss them in detail.

[Lord Framlingham]

My Lords, in a sense this goes to the point I was trying to make when we first started about the function of this Committee. We are dealing with a huge, modern project within a Victorian legislative system, which will be improved in time—but not in time to take care of the problems that face us. We all ought to bear that in mind. I, like every other member of this Committee, I am sure, have no wish to denigrate the work of the Select Committee. We acknowledge all the hours its members put in and what they went through. But if this Committee today is to have any function or usefulness at all, then it has to deal with and reflect on what they thought, what we think and how things should go forward.

We are talking about the biggest infrastructure project this country will ever undertake. It is an enormous project. The work involved will have a huge impact on both the urban and rural environment. Surely we must leave no stone unturned to ensure that it is correct. The Select Committee may think it has done that, but if anybody has more concerns, as we have today, they should be able to express them. This project is going to last for years. It will affect thousands of people’s lives for years in all sorts of ways. It is all right having a complaints system but complaints happen after the result, when the damage is done.

I am talking today about awareness: making HS2 aware of its obligations from the beginning and having someone—an adjudicator, or whatever you want to call it—to keep an eye on it from the beginning. People also need to be reassured that the adjudicator, or whatever official we decide upon, will support and defend their interests. I declare my own interest: I have always been interested in trees. I am an ex-president of the Arboricultural Association and I like ancient woodlands. Believe you me, an hour’s work with a JCB in the wrong place will do untold and irreparable damage that no amount of money, apologies, complaints or acceptance of responsibility by HS2 will put right. From the very beginning, if it is to work at all—I still do not want it to go ahead—there must be an awareness on both sides. That means, on the part of HS2, an awareness of its obligations on every little detail so that the general public are reassured that their interests will be properly defended. What structure or person that would need, be it an adjudicator or whatever we like to call it, I am not sure, but that mechanism must somehow be put in place.