Railways: High Speed 2

Lord Truscott Excerpts

Tuesday 21st May 2013 Grand Committee

[Lord Truscott]

My Lords, first, I apologise for arriving late. I was given slightly different timings, but clearly the error was mine and I will read Hansard carefully and take note of what has been said. I, too, thank the noble Viscount, Lord Astor, for initiating this short debate. This is the third such debate since last summer, and no doubt there will be many more over the coming years. The compensation scheme still appears shambolic, with many thousands of people losing out by being trapped in homes they may be unable to sell. I hope that the Minister will reassure noble Lords that the Government are finally getting a grip on the situation. Perhaps he could also inform your Lordships if the property bond finds favour with the Government.

Since our last debate in February, there have been further developments. The National Audit Office’s report on HS2 is damning. The case for HS2 is not convincing and the timetable is “challenging”. The NAO said that it was unclear how the project would deliver and rebalance economic growth, particularly in the regions. The Department for Transport had not assessed the value of time-savings correctly and had knowingly used outdated data. There was a £3.3 billion funding gap and the DfT had simply got its cost-benefit ratio figures wrong. The head of the NAO summed it up thus:

“It’s too early in the High Speed 2 programme to conclude on the likelihood of its achieving value for money. Our concern at this point is the lack of clarity around the Department’s objectives”.

The response of the Secretary of State for Transport in the other place to the NAO report sounds to me as if he is losing the plot. He attacked the NAO as a “bunch of bean counters”. Quite apart from the extraordinary spectacle of a Cabinet Minister attacking a body set up by Parliament to hold government to account, I question why the Secretary of State for Transport has more faith in his own officials, whose planning and implementation to date has not been above reproach—in fact, on occasion it has been quite awful.

There is also the question of the draft environmental statement, which is disappointing. The Government’s own forestry policy statement, referred to by my noble friend Lord Stevenson of Balmacara, states that protection of our trees, woods and forests, and especially our ancient woodland, is “our top priority”. Yet the draft summary of the environmental statement states that,

“at present there are no route-wide significant effects on habitats”.

That is patently not the case. Nor will growing an extra 4 million trees, as has already been mentioned, replace the irreplaceable. That is an environmental sop.

The proposed design speed of HS2, at 400 kph, resulting in a virtually straight line between London and Birmingham, will inflict maximum damage on the environment, including the Chilterns area of outstanding natural beauty. The Chilterns AONB is now the only one along the entire route so affected. A lower design speed following existing transport corridors, as with HS1, would have a far reduced impact, along the lines of the Kent principles referred to by the noble Viscount, Lord Astor, and by my noble friend Lord Stevenson of Balmacara.

In conclusion, I hope that the Government will listen carefully to reasoned opposition on HS2 and not descend to the mindless tactic of attacking the messenger rather than addressing the serious issues raised.