Railways: High Speed 2

Lord Stevenson of Balmacara Excerpts

Tuesday 21st May 2013 Grand Committee

[Lord Stevenson of Balmacara]

My Lords, I declare an interest, as the current preferred route for phase 1 of HS2 goes very close to my home in Little Missenden—close enough to “blight” it, in the words used by the noble Baroness, Lady Seccombe, but certainly not close enough to qualify for any compensation.

I thank the noble Viscount, Lord Astor, for securing this debate and indeed for his valiant work altogether in keeping this issue in the public eye. I agree with everything that he said about the compensation scheme, which I think needs to be completely reworked, perhaps along the lines of the French model mentioned by my noble friend Lord Berkeley. I also thought that the noble Viscount’s points about the way in which the route for HS1 was changed quite late in the day were ones that we might want to keep in our minds as we move towards the paving Bill and then the hybrid Bill.

Like the noble Viscount, I have no objection to HS2 in principle and I support my party’s position on the introduction of this technology. However, taking a fresh look at HS2 may well help the Government, and indeed future Governments, to build in greater connectivity, more sustainability and, importantly, flexibility. It would also help in meeting local concerns without damaging the overall national objectives of the project.

In their announcement of the preferred route for phase 2 of HS2, the Government said that the scheme had been designed to minimise potential impact on settlements and properties as well as on important environment and heritage sites. They said:

“The scheme would avoid any national parks or areas of outstanding natural beauty”,

and registered parks and gardens. Will the Minister, the noble Earl, Lord Atlee, who is also the noble Viscount, Lord Prestwood, say why this approach was not taken for phase 1, which currently destroys the AONB in the Chilterns—including, it should be noted, the village of Prestwood? Indeed, the Chilterns AONB is now the only AONB along the entire HS2 phase 1 and phase 2 routes that is adversely impacted by the proposed project. Although the route is tunnelled from the M25 for approximately 13 kilometres through to Hyde Heath, partially bypassing Little Missenden, the remainder of the route through the AONB to beyond Wendover is on the surface or in cuttings of various depths. This has had a major and unacceptable impact on areas of ancient woodland, a scheduled ancient monument and several rights of way and ancient highways, and damaging impacts on the landscape and tranquillity of a nationally protected area.

Local residents, the county council and local district councils, along with conservation bodies, believe that if the current route has to be retained, the only acceptable solution is a tunnel throughout the AONB, continuing from Little Missenden, under Mantles Wood to Wendover. This would ensure that the villages of Prestwood, Great Missenden, Hyde Heath and Wendover would be given full-tunnel protection, along with the beautiful and unspoilt countryside in which they are located.

I agree with the noble Viscount, Lord Astor, that the Government need to think harder about environmental impacts, and to learn the lessons from what made HS1 acceptable. What he described as the Kent principles should be applied to the Chilterns AONB. In addition to better protecting the environment and unique natural assets, redrawing the preferred phase 1 route would further enable the Government to meet local concerns without damaging the overall objectives of the entire HS2 project.

The HS2 draft environmental statement consultation that was published on 16 May accepts that a tunnel right through the Chilterns AONB would perform better on environmental grounds than the current proposals. It also accepts that the all-through tunnel option is feasible in engineering terms, would reduce operational noise impacts, save landscaping costs and mitigate major surface construction at 10 locations within the AONB, including ancient woodlands and the Grim’s Ditch scheduled ancient monument. The Woodland Trust recognises the potential benefits of using tunnelling through this section of the Chilterns AONB, in particular because it can negate the loss of ancient woodlands.

Perhaps the Minister will explain how he can justify his department’s approach when Defra’s recent forestry policy statement declares:

“England’s 340,000 hectares of ancient woodlands are exceptionally rich in wildlife, including many rare species and habitats. They are an integral part of England’s cultural heritage and act as reservoirs from which wildlife can spread into new woodlands”.

It states categorically:

“Protection of our trees, woods and forests, especially our ancient woodland, is our top priority”.

I repeat: “our top priority”. We understand that the Department for Transport is drawing up a landscape plan for HS2 which proposes the planting of 4 million native trees. Although welcome, these new trees can never compensate for the loss of ancient woodland which, by its nature, is irreplaceable.

The Government need to explain why the HS1 Kent principles are not being applied to HS2 phase 1, and in particular why the preferred route does not follow existing transport corridors, away from the Chilterns AONB. They need to get a better balance between the irretrievable loss of a unique natural landscape and shaving a few minutes off a journey. I would be grateful if the Minister would confirm that a plan to tunnel all through the Chilterns AONB will be included in the final environmental statement report as one of the “main alternatives” that HS2 Ltd has studied, so that the public and in due course Parliament can take this information into account at the hybrid Bill stage.

Redrawing the phase 1 route so that it crosses the Chilterns AONB at a narrower point would help meet local concerns without damaging the overall national objectives of the HS2 project. It would also improve rail access to Heathrow. Given the extent to which this might enable local people to come more readily to accept the HS2 project, it would seem an eminently sensible proposal. It must make sense for the Government to bring as many people along with their plans as they can. If this could be agreed, it would also, as my noble friend said, reduce considerably the time required for scrutiny of the hybrid Bill. I urge the Government to look again at the preferred route for phase 1 of HS2.

--- Later in debate ---

[Earl Attlee]

My Lords, I assure the Committee that I will be supporting and pursuing the HS2 project with great vigour.

I start by thanking my noble friend Lord Astor for securing this debate and I thank other noble Lords for their contributions. A project as significant as HS2 deserves plenty of time for debate, and I am happy to address your Lordships’ questions this evening and, I hope, on future occasions.

There have been some developments. My right honourable friend the Secretary of State for Transport introduced the High Speed Rail (Preparation) Bill, to which my noble friend referred, in the House of Commons on 13 May. It is colloquially known as the paving Bill. We also published the Draft Environmental Statement for phase 1 on 16 May, along with a consultation on the proposed route refinements.

Noble Lords will also be aware of the NAO’s review of HS2. The report is a snapshot from the past and the project has moved on. Economic modelling is just part of the story. If we relied only on modelling, we would not have built the M1, parts of the M25 or the Jubilee line extension to Canary Wharf. We are not building HS2 simply because “the computer says yes”; it is the right thing to do to make Britain a stronger and more prosperous place.

The noble Lord, Lord Rosser, made much of the NAO report. Perhaps I may remind him that the Government are running with a project that his party started, and we are very happy to do so. This is a transformational project that will serve eight out of 10 of the UK’s largest cities, bringing our major cities closer together and two-thirds of people in the north to within two hours of London.

The Government support a direct high-speed connection to Heathrow but it is sensible that further work on a link to Heathrow should await the consideration of the Airports Commission’s recommendations, due in 2015. If it fitted with the commission’s recommendations, we could consult separately later and include the spur in the legislation for phase 2. It could be constructed as part of phase 2 without any impact on the operational railway.

We welcome the outcome of the judicial review, with nine of the 10 challenges being rejected. The one challenge on which the judge found against the Government concerned the 2011 consultation on property compensation rights. The judgment makes clear that it was the process, not the compensation scheme itself, that was flawed. We are giving detailed consideration to the judge’s comments and are planning to reconsult later this year on property compensation schemes.

My noble friend has claimed that properties more than 60 metres from the line would not be eligible for compensation. This is not correct. The exceptional hardship scheme for phase 1 has no defined geographical limit for qualification. However, the EHS is only the start; we will consult later this year on long-term proposals for property schemes that will apply to those outside the 120-metre swathe that my noble friend has described. I have more to say on property compensation.

It is regrettable that the recent judicial review has delayed the introduction of further compensation. However, the Government have been clear that we want to get compensation to those who need it as quickly as possible. While it is inappropriate to speculate on the final package of schemes, I can confirm that the scheme, or rather the consultation, will include a property bond.

The Government are determined to make this an environmentally responsible scheme. We have listened to concerns and worked closely with Natural England and the Environment Agency. However, you cannot build a railway without causing some disruption. The noble Lord, Lord Stevenson of Balmacara, raised the issue of the Chilterns. Following the 2011 consultation, of the 13 miles of route through the Chilterns AONB, less than two miles will be at or above the surface. This is more than a 50% increase in tunnel or green tunnel compared with the original route. It is clearly harder to avoid an AONB near the Home Counties than further north, where there are more possibilities of changing the route.

Mitigation can have its own impacts. A full-bored tunnel through the Chilterns was considered, but would require 10 ventilation shafts as well as an emergency access station. This would be a box constructed within the AONB, around half a mile long, with good road access for emergency services. Only one feasible location for this access station was identified, close to Little Missenden on the A413, requiring the box to be between 40 metres and 50 metres deep, making this a costly and significant engineering challenge, with its own environmental impacts.

[Lord Stevenson of Balmacara]

I am grateful to the Minister for giving way. I think I detected a somewhat aggressive stance in what he was saying. I am sorry that he says that. Does he not accept that there is in fact an alternative scheme, which I mentioned in my speech, that proposes a relief tunnel, exactly as specified and required under European legislation, at Wendover Dean? That has the support of local residents, which is one of the major reasons why it has been put forward. To say that there is no alternative except in Mantle’s Wood, the very ancient woodland that we are most concerned about, which happens to be near Little Missenden and indeed Great Missenden, is wrong, and we are against that. There is an alternative. It is not the best alternative, but it is disingenuous of the Minister to say that there are no possible alternatives.

[Earl Attlee]

My Lords, I am extremely sorry to the Committee if I appeared to be aggressive. I have no intention of doing that at all. However, the noble Lord is raising detailed questions about the route, and my duty is to defend the whole scheme. It will be the duty of Parliament to finally approve the route. At the moment, we are consulting about the route, and we need to do that properly. I will of course read Hansard carefully to look at the precise points that the noble Lord has made.

I turn to the issue of train speed, which my noble friend Lord Astor raised. The route has been engineered to allow for train speeds of up to 400 kilometres per hour in future, should there be a commercial justification for doing so. Operation at up to 400 kilometres per hour would require the consideration of whether improved train design enabled services to operate at that higher speed without additional significant adverse environmental effects. Going fast does not disproportionately increase the cost of the infrastructure, but it means that the alignment has to be more or less straight.

I will try to answer as many questions as I can in the time remaining. My noble friend Lord Astor proposed a station at Bicester, but then he went on to point out the difficulties of accelerating and decelerating from stations. My noble friend made further comments on train speeds. While it is true that some European operators are looking at operating at slightly lower speeds, largely due to maintenance issues, we are not aware of any that are planning to go as low as 225 kilometres per hour. The infrastructure is still built for higher speeds so that, when technology allows, they will be able to return to those higher operating speeds.

My noble friend also talked about the spur to Heathrow. It is important to understand that the spur has not been cancelled but has been paused, and it is too early to predict the outcome of the Airports Commission’s work or any of the decisions taken following that. There are no plans to slow down the progress of phase 1. We need to press on quickly with phase 1 so that we can deliver the economic and wider benefits that higher rail speeds can bring. Does pausing the spur mean no third runway at Heathrow? The Government’s position on a third runway at Heathrow remains unchanged, as set out in the coalition agreement. However, the Airports Commission has been tasked with identifying and recommending to the Government options for maintaining the UK’s status as an international hub for aviation.

My noble friend Lord Astor and others have suggested that, where possible, the route should follow noisy transport corridors such as existing motorways. During the course of the scheme development work in 2009, six main corridors, including the M40 and the M1, were considered. The routes were rejected, primarily because of their adverse implications for journey times and economic benefits, which were compounded by their higher costs. Any environmental advantages that these options offered over the proposed scheme were marginal at best, and therefore not decisive in discounting these routes.

I turn to the issue of compensation. We are clear that we need to have a very good compensation scheme. Most infrastructure projects compensate property owners only at a much later stage of development, when statutory measures apply. For the HS2 project, however, an exceptional hardship scheme has already been introduced while the route is being considered. Subject to consultation later this year, the Government have already stated that we hope to introduce subsequent schemes that go even further than the law requires in order to ensure fair compensation for those directly affected by HS2.

Perhaps it would be helpful if I gave a case study for what we are doing with the EHS, remembering that it is inappropriate for me to comment on specific individual cases. Take a lady living 350 metres from the proposed HS2 route who suffered from an illness that meant she was unable to safely climb the stairs in her home. The lady therefore needed to sell her home to purchase a bungalow but, because of the proximity of HS2, she was unable to achieve a sale at the required price. The lady and her husband applied to the EHS, providing documentary evidence that they met the criteria for the scheme, including that the lady was suffering exceptional hardship. A majority independent panel considered the evidence and recommended that the lady’s home should be purchased from her. This recommendation was reviewed and agreed by a senior civil servant at the DfT. Some 12 weeks later, we exchanged contracts on the lady’s home for the full, unblighted value. So far we have brought 81 properties on to the scheme, spending just under £50 million, and have offered to buy a further 32.