Transport for the North: Funding
Andrew Stephenson Excerpts(3 years, 1 month ago)
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The Minister of State, Department for Transport (Andrew Stephenson)
Let me start by saying that delivering high-quality, world-class transport infrastructure in northern England and following through on our commitments to level up remain a top priority for the Government. Transport for the North shares that ambition, and I am surprised and disappointed that its latest funding settlement has provoked such a great deal of consternation. Let me assure Members across the House that Transport for the North’s funding settlement is appropriate and fair and enables it to continue to carry out its statutory functions, which is what it was established to do. Given the level of scrutiny that its funding settlement has received, I think it would be helpful if I laid out all the facts here today, so that we can finally move on and focus on what is really important to people in the north: delivering for the north.
Dame Diana Johnson
I am surprised that the Minister did not pay the usual courtesies at the beginning of his speech, but I will leave that to one side. I want to ask again the question that I posed in my speech: can the Minister confirm whether the budget for Transport for the North, which was £10 million, has now been reduced to £6 million—yes or no?
Andrew Stephenson
No. I will now continue, and as the right hon. Lady did not observe the usual courtesy of only taking 15 minutes, I will not take any further interventions.
Dame Diana Johnson
On a point of order, Madam Deputy Speaker. I am rather annoyed by that comment, as I was in the Chamber waiting to be called to speak, and the Minister did not even have the courtesy to be on the Front Bench when the debate started.
Madam Deputy Speaker (Dame Rosie Winterton)
That is not really a point of order, but it is up to the Member who has the Adjournment debate to take a reasonable amount of time, and I have to say that I have seen Adjournment debates in which the Member in charge has taken considerably longer than the right hon. Lady. I think the Minister does have adequate time to reply.
Andrew Stephenson
I will always defer to your guidance, Madam Deputy Speaker. For the record, I was waiting behind the Speaker’s Chair for at least five minutes, but there was a Minister at the Dispatch Box and, due to social distancing, it would have been inappropriate for me to come into the Chamber and on to the Front Bench while the previous Minister was here.
At Prime Minister’s questions on 24 February, the right hon. Lady said:
“Is the 40% cut to Transport for the North’s budget part of the Prime Minister’s plans for levelling up the north?”
In response, the Prime Minister said:
“There has been no such cut, and we intend to invest massively in Northern Powerhouse Rail, and in railways in the north and across the entire country.”—[Official Report, 24 February 2021; Vol. 689, c. 911.]
Transport for the North became a statutory body in April 2018. I was proud to serve as a Government Whip on the statutory instrument Committee that oversaw the process at the time.
Let us first look at the budget that has been available to Transport for the North since it was established. Transport for the North has had a core funding grant of £10 million per year since it was established as a statutory body. That settlement has been used to support core operations, as well as to underpin Transport for the North’s medium-term financial strategy through the maintenance of reserves. The Department and Transport for the North have agreed a minimum reserve of £2 million.
However, this financial year, partly as a consequence of the coronavirus pandemic, Transport for the North underspent its core grant and built up significant reserves. According to its own forecast, its reserves would have grown to an excessive £9.5 million if its funding had remained unchanged this year. Ministers therefore took the decision to adjust Transport for the North’s core settlement this year, allocating £7 million for the current financial year and £6 million for the next. That is a prudent and sensible use of taxpayers’ money that ensures that Transport for the North still has enough to continue to deliver on its statutory functions while making sure that it does not continue to build up unnecessarily large reserves.
To come to the crux of the argument, it is important to note that the core funding grant is just one of several funding streams that make up Transport for the North’s budget. During 2018-19—its first financial year as a statutory body—some £388,000 was available for the Rail North partnership grant. That has risen year on year, with £680,000 available this financial year and a further rise to more than £750,000 anticipated for the next financial.
Likewise, when Transport for the North was established as a statutory body, £15 million was made available for Northern Powerhouse Rail in 2018-19. Again, that amount has risen year on year, with £59 million available this year, rising to £67 million in the next financial year, subject to the usual agreement of programme activity with the Department, as co-client.
In the 2015 spending review, Transport for the North was allocated up to £150 million to support its integrated and smart travel programme. It has utilised only £24 million in the past five years to enable the roll-out of smart ticketing throughout the north. Additionally, it incurred development, business-case and other project costs of around £10 million, but was unable to produce a business case for its ambitious multi-modal projects that was acceptable to all transport operators in the north.
The multi-year funding for Transport for the North’s integrated and smart travel programme was always due to expire at the end of this financial year. We are considering how best to deliver more effectively the roll-out of smart ticketing to improve passenger services throughout the region.
What all that amounts to is that the Prime Minister was right in his assertion that there has been “no such cut”. Taking into account all the funding streams available to Transport for the North, its budget has not been reduced by 40%. To that end, impartial website Fullfact published a piece on 3 March, in reference to the 40% reduction quoted by the right hon. Lady. It stated:
“This much is being removed from Transport for the North’s core funding, though not from its total funding. It will be able to access some extra funding from other programmes to supplement its core funding.”
I am happy to provide even more clarity on those figures. First, the 40% reduction in Transport for the North’s core funding will not take place until the next financial year. Secondly, looking at its core funding for 2021-22, the Department has agreed that Transport for the North can charge £2.5 million of the costs that previously came from its core budget to the Northern Powerhouse Rail programme, significantly reducing the impact of the reduction in its core expenditure.
The right hon Lady again asked the Prime Minister, in a written question on 1 March, about Transport for the North’s funding settlement, and the Prime Minister responded promptly on 4 March that Transport for the North’s overall funding means that it will have access to over £70 million this coming financial year alone.
For the avoidance of doubt, let me quote what the Prime Minister said in response to the right hon. Lady:
“A reply will be sent in due course. Transport for the North’s overall funding means they will have access to over £70 million this coming financial year alone. We are building on the £29 billion we have invested in transport in the north since 2010 with: the Integrated Rail Plan bringing together HS2, Northern Powerhouse Rail, and our multi-billion-pound rail investment programme; our £5 billion investment into local bus and cycle links, including in the North; our £4.8 billion Levelling Up Fund which will benefit communities across the region; and our £4.2 billion intra-city transport fund, benefitting bus, train, and tram services across our 8 largest city regions. And at Budget, we reaffirmed our commitment to northern infrastructure, with: the launch of the UK Infrastructure Bank, headquartered in Leeds; a new government economic campus in Darlington; investment in offshore wind port infrastructure in Teesside and Humberside; and over £450 million in Towns Fund Deals for towns across the north—investing in infrastructure and culture from Middlesbrough to Bolton, to Rochdale and Scunthorpe.”
I think that more than clarifies and settles the matter of the adjustments to Transport for the North’s funding. The settlement is fair, reasonable and appropriate, and indeed Transport for the North will continue to receive more funding than any other sub-national transport body.
Lately, the subject of Transport for the North’s funding has too often been conflated with investment in northern transport and the Government’s commitment to levelling up more generally, and again I would like to set the record straight. To be clear, Transport for the North is not, and has never been, a delivery body. It is a strategic body, there to provide advice to the Government—something that it is perfectly able to do within its current funding settlement. Therefore, a reduction in Transport for the North’s core funding will not impact on the delivery of the vital infrastructure projects that the north needs. The Government are wholly committed to levelling up all parts of the country, including the north. Therefore, £29 billion has been invested across the north since 2010. There is still a long way to go, but we are on the right track.
I do not have time tonight to list the many schemes and investments that we are progressing across the north, but I will mention a few. The dualling of the A66 has seen its construction time scale halved by the Government’s Project Speed. The planned reopening of the Northumberland line to passenger services will better connect our communities in the north-east. We are embracing our ambition of a zero-carbon future with a planned hydrogen transport hub in the Tees Valley.
Last July, my right hon. Friend the Secretary of State announced an initial £589 million, with more to follow, for the trans-Pennine route upgrade, delivering much-needed rail capacity and reliability between Leeds and Manchester. In addition, I am pleased that the right hon. Lady shares my joy at the new freeport being established on the Humber, alongside two other sites in the north, at Liverpool and Teesside. Furthermore, I am surprised she did not mention that the work on the improvement scheme for the A63 Castle Street in Hull is under way. She mentioned the incredibly beautiful bridge, to which many of her colleagues have paid tribute—the Murdoch’s Connection bridge—that is providing safe and convenient crossings for pedestrians and cyclists. The very fact that we are getting on with these schemes underlines our commitment to levelling up.
I could go on, but the point is that changing Transport for the North’s core funding settlement does not alter the Government’s commitment to the north or to levelling up. Our ambition is to deliver world-class infrastructure in the region and unlock the potential of the northern powerhouse. Opposition Members will continue, I am sure, to play games and try to score points, but this Government will not be distracted from building back better and delivering record investment to the region.
Question put and agreed to.
Oral Answers to Questions
Andrew Stephenson Excerpts(3 years, 1 month ago)
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Mrs Sheryll Murray (South East Cornwall) (Con)
The Minister of State, Department for Transport (Andrew Stephenson)
Transport infrastructure is central to the Government’s plans to build back better from covid-19, and the Department for Transport is at the forefront of Project Speed. We have also created our own acceleration unit as well as establishing the Northern Transport Acceleration Council, through which we have identified 112 schemes to progress.
Marco Longhi [V]
My Dudley North constituents are seeing record levels of investment coming to them, and much of it is dedicated to very light rail, metro extension and the new transport interchange. However, connectivity from local housing estates to these transport networks is key. What assurances can my hon. Friend give my constituents that every link in this chain will result in a truly integrated transport system?
Andrew Stephenson
Dudley is indeed pioneering research and development into very light rail, and I am pleased that the West Midlands Combined Authority recently signed off funding into the Dudley interchange. Mayor Andy Street’s vision is for it to be the best-connected region in the country, and the Chancellor has confirmed the £4.2 billion intra-city transport fund, as well as the levelling up fund, in the Budget. I am sure that, with his help, Dudley will get its fair share of transport infrastructure funding. I am looking forward to riding the metro to Dudley Zoo very soon.
Sally-Ann Hart [V]
Investing in improved transport infrastructure is well recognised by my hon. Friend as a necessity for turbocharging our economy and levelling up. Beautiful Hastings and Rye has some of the most antiquated road and rail infrastructure in the country, which inhibits economic growth and is the reason why HS1 must be prioritised.
If we are serious about levelling up left-behind communities, does my hon. Friend not agree that HS1, as promised by previous Ministers, now needs to be delivered? What discussions has he had with the Treasury to ensure that funding will be available to finance such a vital project?
Andrew Stephenson
I pay tribute to my hon. Friend’s determination in drawing attention to this important local issue; this is the second time she has done so this week, I believe. As she will know, the strategic outline business case for the Kent and East Sussex coastal connectivity scheme is currently being progressed by Network Rail, and it is due to be submitted to the Department in April. I am sure that the rail Minister will be able to update her more in due course.
Elliot Colburn [V]
Network Rail has finished developing plans for the Croydon area remodelling scheme to help to unblock the Croydon bottleneck—one of the most congested parts of the rail network, which impacts 300,000 commuters every day on the Brighton main line as well as those in areas of suburban London such as Carshalton and Wallington. What steps is my hon. Friend taking to ensure that this scheme has Government support in order to make it a success?
Andrew Stephenson
I know that my hon. Friend has met the Rail Minister on numerous occasions to discuss the Croydon bottleneck and the impact on stations across his constituency. We recognise the importance of the issue and are continuing to work closely with Network Rail and operators to develop the scheme further.
Rob Butler [V]
My constituents are really enthusiastic about a piece of rail infrastructure that could bring a real benefit to their lives. No, they have not changed their minds about HS2; the railway they really want to see is the Aylesbury spur of East West Rail.
However, funding has so far not been secured, despite it being in the original proposals and despite the DFT’s own figures showing a stronger business case for East West Rail than for HS2. Will my hon. Friend commit to working across Government to get funding for the Aylesbury spur, which would reduce car use, cut emissions and help to level up my town?
Andrew Stephenson
As my hon. Friend is aware, in January the Government approved an additional £760 million of new funding to deliver East West Rail between Oxford and Milton Keynes. I know that he has met the Chief Secretary to the Treasury and the Rail Minister to make the case for connecting Aylesbury to East West Rail. I understand how important the connection is to his constituency, and we continue to explore the options.
Mark Eastwood [V]
The Penistone line stops at three stations in my constituency—Stocksmoor, Denby Dale and Shepley—and currently runs an hourly service, hampering the connectivity of those villages. There is genuine cross-party support for having the whole of the line upgraded so that it runs half-hourly services, levelling up all our communities. A delivery plan is already in place for this much-needed upgrade, so will the Minister agree to assist with co-ordinating this proposal with the Treasury and the relevant rail authorities?
Andrew Stephenson
As my hon. Friend will be aware, last week marked one year since the Government stepped in to take over the ailing Northern Rail franchise. Since then, Northern has transformed services with a huge investment in new trains and the retirement of Pacers, and completed the extension of platforms at more than 70 stations. He makes a strong case for increasing local services, and I know that the Minister of State, Department for Transport, my hon. Friend the Member for Daventry (Chris Heaton-Harris), the Rail Minister, will be happy to meet him to discuss this issue.
Mrs Murray [V]
As my hon. Friend knows, I have long campaigned for the much-needed upgrade to the A38, which is the main trunk road through my constituency to the nearest city, Plymouth. I am working with Highways England and undertaking surveys, but in the light of the fantastic news that Plymouth is to become a freeport, will my hon. Friend revaluate the urgency of improvements, so that the whole of Cornwall can take advantage of Plymouth’s new status?
Andrew Stephenson
I congratulate Plymouth on its status as one of the eight new freeports announced in the Budget last week. Freeports will create national hubs for trade, innovation and commerce, thereby levelling up communities throughout the UK, creating new jobs and turbocharging our economic recovery. We are working across Government to support these exciting developments and will look closely at any changes to transport infrastructure that are required.
Mr Tanmanjeet Singh Dhesi (Slough) (Lab)
Our rail industry must play a pivotal role in fighting the climate crisis with ambitious plans for decarbonising transport infrastructure and extensive electrification. Shockingly, despite the UK’s being the country that pioneered rail, only 38% of our network is electrified—thanks to the Tory Government’s chronic failure to act. We have been left far behind by the likes of Germany, France, Italy and Spain, which have electrified the majority of their railways. Given that we do not have time for further delay and dithering, and to keep costs down, why will the Minister not commit, here and now, to a long-term rolling programme of electrification?
Andrew Stephenson
I politely remind the shadow Minister of the statistics: under the Labour Government of 1997 to 2010, only 63 miles of the railways were electrified; since 2010, we have already electrified 1,110 miles, and we continue to invest.
Stephen Morgan (Portsmouth South) (Lab)
Aaron Bell (Newcastle-under-Lyme) (Con)
The Minister of State, Department for Transport (Andrew Stephenson)
The Government are committed to levelling up rail infrastructure across the north. In that spirit, I am delighted to confirm that we have awarded £137 million to Network Rail to complete detailed design and deliver the Hope Valley capacity scheme. The scheme will transform journeys between the northern powerhouse cities of Manchester and Sheffield by removing bottlenecks on the Hope Valley line. I pay tribute to my hon. Friend the Member for High Peak (Robert Largan), who has campaigned relentlessly for the scheme since he was elected and has helped to get it over the line.
Cat Smith
May I take this opportunity to remind the Minister that my constituents in Fleetwood would like to be connected to the rail network?
I heard the Minister’s answer to my question, but I do not understand—perhaps he could help me out here—how he squares that with a 40% cut to Transport for the North’s budget.
Andrew Stephenson
I know about the proposals to reconnect Fleetwood; I know them very well, because they have been championed so well by my hon. Friend the Member for Blackpool North and Cleveleys (Paul Maynard).
Transport for the North, which, of course, was established under the Conservatives—has seen its funding for Northern Powerhouse Rail and the Rail North partnership increase year on year. Last year, TfN had funding available to it of £59 million for Northern Powerhouse Rail and of £680,000 for the Rail North partnership. For the next year, both those figures have increased—to £67 million and £700,000. We are getting on with delivering schemes. Whether it be the trans-Pennine route upgrade, the Hope Valley line or phase 2a of HS2 coming to the north of England, we are getting on with delivering.
Grahame Morris [V]
On that very point, will the Minister take this opportunity to correct the Prime Minister’s statement in which he denied that cuts were taking place to Transport for the North’s budget? Does the Minister believe that cutting core funding to Transport for the North by 40%, which is what is happening, freezing Northern Powerhouse Rail’s budget at £75 million —a third less than was requested—and mothballing plans to roll out contactless ticketing on services like the Tyne and Wear Metro will level up and improve transport infrastructure in the north?
Andrew Stephenson
The hon. Gentleman has been in this House long enough to know that the Prime Minister is always right.
Andrew Stephenson
Thank you, Mr Speaker. As I have just told the House, the budget for Northern Powerhouse Rail available to Transport for the North last year was £59 million; next year it is £67 million. Looking at that funding alone, it has all the money it needs in order to deliver on the priorities in the north of England. At the same time, we are getting on with delivering, with £29 billion invested in transport across the north of England since 2010, while in the Budget we committed to over £40 billion more for transport and rail infrastructure projects, £17.5 billion in renewals and upgrades over the next three years, and £22.6 billion for HS2. We are getting on with delivering, levelling up and building back better from covid-19.
Damien Moore
The infrastructure that underpins the Southport to Manchester Piccadilly service, which serves my constituency, is part of the plan to bring in £400 million-worth of investment and to create jobs. Does my hon. Friend agree that connecting people to jobs and attracting investment is a key part of the levelling-up agenda?
Andrew Stephenson
Fresh from securing £37.5 million for the towns deal for Southport in the Budget, I understand that yesterday my hon. Friend met the Rail Minister once again to make the case for his local rail services, as he has consistently done since he was elected. I can assure him that the industry taskforce will be doing its utmost to address the concerns he has raised while preserving the core aim of producing a simplified timetable that all passengers can rely on.
Aaron Bell
Newcastle-under-Lyme is the second largest town in the UK without a railway station of its own, and if the Minister gives my hon. Friend the Member for Dudley North (Marco Longhi) what he wants, we will be up to No. 1. Keele University is the only major British university without a railway station nearby. Will the Minister welcome the bid that I have submitted to the Restoring Your Railway ideas fund that would solve both those problems with a station in Newcastle and one at Silverdale for Keele University? Will he meet me to discuss the bid so that I can show him some of the details of how it will benefit my constituency?
Andrew Stephenson
My hon. Friend makes a very strong case for his constituency. As he correctly points out, the £500 million Restoring Your Railway fund is one of the many ways in which we are intending to level up the country and build back better. The Rail Minister, as chair of the panel, looks forward to reviewing the bid that my hon. Friend has submitted, and I know he would be happy to meet him to discuss the proposals further.
Bob Blackman (Harrow East) (Con)
Tom Hunt (Ipswich) (Con)
The Minister of State, Department for Transport (Andrew Stephenson)
I am delighted to hear about the progress that has been made on the Orwell bridge, which was the subject of an Adjournment debate between my hon. Friend and I a few months back. I am also delighted to hear about the success of the freeport bid. Obviously, good transport links will be essential. We will consider the implications of freeports on local transport networks in future infrastructure investment decisions.
Dan Jarvis (Barnsley Central) (Lab) [V]
Imran Ahmad Khan (Wakefield) (Con) [V]
Andrew Stephenson
My hon. Friend is a tireless champion for Wakefield. A bypass for Denby Dale would be a matter for the local highways authority—in this case, Kirklees Council—to consider, but it is something it could consider as a bid into the Government’s recently announced £4.8 billion levelling up fund, which has improving local transport connectivity as one of its top priorities.
Mr Speaker
Let us go to Christian Matheson—[Interruption.] We will come back to him.
Mary Robinson (Cheadle) (Con)
Andrew Stephenson
The Department is considering my hon. Friend’s ideas fund bid for the East Didsbury to Stockport Metrolink line. We are working closely with the Ministry of Housing, Communities and Local Government as part of the assessment process, and I am sure my hon. Friend the rail Minister would be delighted to meet my hon. Friend.
Christian Matheson (City of Chester) (Lab) [V]
Andrew Stephenson
It was worth the wait—it is always a delight to hear from the hon. Gentleman. He will be aware that as part of the integrated rail plan we are looking at a range of major investments across the north of England. I am keen to see connections to Crewe enhanced, and Royal Assent has now been given for phase 2a that will take HS2 into Crewe. We have also been consulting with the Crewe north connection on further investments, as part of the design refinement consultation for HS2’s western leg into Manchester. I am keen to speak to the hon. Gentleman about this issue. I have been working with local stakeholders, I have met Growth Track 360, and I am keen for us to work together to achieve this.
Ian Mearns (Gateshead) (Lab) [V]
Andrew Stephenson
The hon. Gentleman will be aware that the Prime Minister said that it is not a case of to be or not to be. We are committed to bringing the benefits of high-speed rail to the north of England and work on the integrated rail plan is progressing well, but Ministers need to take their time to fully consider all the evidence from all stakeholders, including the National Infrastructure Commission and the Government’s own analysis, before finalising the plans. We therefore hope to publish the IRP this spring.
Richard Fuller (North East Bedfordshire) (Con)
Andrew Stephenson
The Government recognise that changes in travel patterns, which have been accelerated by covid-19, need to be reflected, and we need to accommodate them in a more flexible style of working and travelling. We understand concerns about the cost of some rail fares and the impact that can have on people’s budgets. The Department is actively working with train operators to develop a solution that offers better value and convenience for those who commute flexibly, including on GTR routes, and we will provide a further update on that as part of the Government’s four-step road map out of lockdown.
Mr Virendra Sharma (Ealing, Southall) (Lab)
Mr Philip Hollobone (Kettering) (Con)
Andrew Stephenson
I thank my hon. Friend for raising that issue. I believe he met my noble Friend the Roads Minister just last week to press the case once again. Highways England is undertaking a full technical review of the options for that junction, to obtain certainty over project costs. That will inform future decisions about how to proceed.
David Linden (Glasgow East) (SNP)
Oral Answers to Questions
Andrew Stephenson Excerpts(3 years, 3 months ago)
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Craig Whittaker (Calder Valley) (Con)
The Minister of State, Department for Transport (Andrew Stephenson)
Last year, we took control of the Northern rail franchise to deliver better and more punctual services. We announced £589 million to kick-start the Trans-Pennine route upgrade, and we continue to invest in improving Leeds station. This month, we have launched a consultation to address the Manchester bottleneck, and on Saturday we announced £34 for the initial work on reopening the Northumberland line.
Alec Shelbrooke [V]
I welcome my hon. Friend’s commitment to rail in the north. Will he give me and my constituents an update on step-free access at Garforth station, which I have been campaigning on for many years?
Andrew Stephenson
My right hon. Friend has been a tireless champion for the much-needed improvements at Garforth station, to make it safer for all passengers, especially those with restricted mobility or those with pushchairs. I share his frustration at the length of time it has taken to deliver the improvements that he has secured for his constituents, and we will seek an update on timescales from Network Rail.
Craig Whittaker [V]
It is concerning to see, in the local press at least, incredibly negative and biased reporting that the High Speed 2 eastern leg is to be scrapped. Will my hon. Friend confirm whether those reports are true? If so, how does that fit in with his longer-term ambition to improve rail connections in the north?
Andrew Stephenson
My hon. Friend frequently raises his constituents’ concerns, particularly about the Calder Valley line and the need for improvements in local services. He is completely right to raise the importance of major rail infrastructure projects such as the eastern leg of HS2. We are committed to building HS2 phase 2b and to enabling the east midlands, Yorkshire and the north-east to reap the benefits of high-speed rail services. We aim to publish the integrated rail plan early this year, which will set out our plans covering the eastern leg.
Mrs Pauline Latham (Mid Derbyshire) (Con)
Theresa Villiers (Chipping Barnet) (Con)
The Minister of State, Department for Transport (Andrew Stephenson)
The Government have made record investments in building and modernising our rail network, and providing capacity for rail users. The spending review included over £58 billion of investment for road and rail transport between 2021 and 2025, delivering some of the Government’s largest capital projects and helping us to build back better post covid-19.
Theresa Villiers [V]
The Government’s programme of rail improvements is the biggest since the Victorian era. Will the Minister confirm that it is going ahead, even if passenger numbers take some time to recover from the covid outbreak? Will he also ensure that it delivers significant improvements to connections between our great northern cities, because that is essential to levelling up economic opportunities in our country?
Andrew Stephenson
My right hon. Friend makes an important point. We are getting on with delivering record amounts of investment in our rail infrastructure, particularly across the north, with the TransPennine route upgrade. We announced £589 million for that investment, joining Manchester, Leeds and other great cities across the north of England. That will be the biggest investment in the conventional rail network. Of course, at the same time we are also making progress with major infrastructure projects such as high-speed rail; last week we concluded the parliamentary passage of the High Speed Rail (West Midlands - Crewe) Bill, taking the railway line from the west midlands through to Crewe.
Bill Esterson (Sefton Central) (Lab)
The Minister of State, Department for Transport (Andrew Stephenson)
The Department is increasing rail freight at the port of Liverpool by enhancing the Bootle branch line. This will double capacity from one to two freight paths per hour each way, and will be completed later this year.
Bill Esterson [V]
Moving freight off the roads and on to rail is crucial if we are to cut carbon emissions. The changes that the Minister announced will be a very small contribution because the Government are planning a new road from the port of Liverpool through the Rimrose valley into my constituency, which will have precisely the opposite effect and increase emissions. Earlier, the Secretary of State told us that transport decarbonisation is at the heart of his plans. Do Ministers want to play their part in meeting Government targets or not? If they do, will they think again, look at the report produced by Arup for Sefton Council on alternatives to road from the port of Liverpool, and invest properly in rail freight?
Andrew Stephenson
Doubling capacity on the Bootle branch line is expected to meet forecast demand for the foreseeable future. Recent forecasts, unconstrained by limits on infrastructure capacity, indicate demand for 40 trains per day in each direction by 2043. Two paths per hour in each direction of course provides capacity for 48 freight trains per day. However, the nature of some freight requirements, particularly for shorter movements and smaller loads, means that road transport can sometimes be more economically efficient.
Kate Osborne (Jarrow) (Lab)
Harriett Baldwin (West Worcestershire) (Con)
The Minister of State, Department for Transport (Andrew Stephenson)
An updated strategic outline business case for improvements to the North Cotswold line is due to be resubmitted by the North Cotswold Line Taskforce.
Harriett Baldwin
I think people will be astonished to learn that the great cities of Worcester and Hereford are served by a rail line from London that in many places is single-track. The North Cotswold Line Taskforce has done some fantastic work in proposing that we redouble some of that track. Will the Minister look closely at its suggestions and support the local councils that are contributing to the develop phase of this project?
Andrew Stephenson
The Department and Network Rail will continue to work with the taskforce on its proposals. I recognise that the line has experienced a renaissance over the past decade, and the taskforce is keen to build on that. I know that my hon. Friend’s desire for improvement is shared by many of my colleagues, not least the Under-Secretary of State for Transport, my hon. Friend the Member for Witney (Robert Courts).
HS2 East Leg Spot Safeguarding
Andrew Stephenson Excerpts(3 years, 3 months ago)
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The Minister of State, Department for Transport (Andrew Stephenson)
I am today publishing additional safeguarding directions for the High Speed 2 (HS2) railway for the west midlands to Leeds (known as the phase 2b eastern leg) section of the HS2 route to reflect the latest design of the HS2 railway. Please note that the final design of the HS2 phase 2b eastern leg and its integration with Northern Powerhouse Rail will be determined by the Government’s integrated rail plan, that I aim to publish early this year.
The latest safeguarding update includes a site east of Leeds. The site required by the HS2 rail project would support the potential integration between HS2 and Northern Powerhouse Rail.
The developer of the site has been made aware of the safeguarding directions prior to their publication as has the local planning authority, Leeds City Council. By protecting the site now, the Government guard against potentially conflicting development, which could otherwise disrupt the construction of HS2, as well as the risk of increased costs of building the new railway. This protects the public’s interest in spending taxpayer money in a proportionate fashion.
The Government periodically review land requirements needed for the project and update the extent of safeguarding accordingly. It is anticipated that the land requirements for phase 2b of HS2 for the Crewe to Manchester (known as the phase 2b western leg) section of the route will be updated prior to the deposit of the relevant hybrid Bill.
A copy of the safeguarding directions will be placed in the Libraries of both Houses for record, and are publicly accessible online.
[HCWS727]
High Speed Rail (West Midlands – Crewe) Bill
Andrew Stephenson ExcerptsTuesday 19th January 2021
(3 years, 3 months ago)
Commons ChamberRead Full debate High Speed Rail (West Midlands-Crewe) Act 2021 View all High Speed Rail (West Midlands-Crewe) Act 2021 Debates Read Hansard Text Read Debate Ministerial Extracts Amendment Paper: HL Bill 142-R-II Second marshalled list for Report - (3 Dec 2020)
The Minister of State, Department for Transport (Andrew Stephenson)
I beg to move, That this House agrees with Lords amendment 1.
Madam Deputy Speaker (Dame Rosie Winterton)
With this it will be convenient to discuss Lords amendments 2 to 12.
Andrew Stephenson
Let me say at the outset that the majority of these amendments are clarifications, corrections and updated references. When a Bill has had such a lengthy passage through these Houses as this one, it is perhaps amazing that there are so few amendments that need to be made. Let me say also that the Government accept all the amendments made by the other place to this Bill.
As you would expect, Madam Deputy Speaker, I will provide some comment on the more substantial amendments, but before I do so, I would like to thank the other place for its careful scrutiny of this Bill. In particular, I thank my noble Friend Baroness Vere of Norbiton for her very great skill and diligence in steering this Bill through the other place. I also wish to extend especial thanks to Lord Hope of Craighead and his Committee for their careful and considered approach to the petitions against the Bill in the other place and for the way they handled their processes during the global pandemic.
Turning to the amendments, Lords amendment 2 introduces a requirement on the nominated undertaker to provide and publish annual reports on the impact of the construction of the High Speed 2 project on ancient woodland. This is a scheme-wide amendment: it applies not just to phase 2a of HS2, but to all phases, including those that the House has not yet considered. The requirement in this amendment to report is about ancient woodland, but I have also committed to wider environmental reporting on the impacts of HS2. I look forward to the first of these environmental reports being published, and I am absolutely committed to holding HS2 Ltd to account on environmental matters.
Lords amendment 3 introduces a new requirement on the Government to undertake the consultation prior to 1 May 2021. This consultation is to be for the people of Shropshire, Staffordshire and Cheshire, and it is to seek views on various types of impacts from the HS2 works. The Government opposed this amendment in the other place, but that was on the basis that it was deemed unnecessary. There has already been considerable consultation with the people of Shropshire, Staffordshire and Cheshire. Nevertheless, I think that accepting this amendment is the right thing to do. As the Minister for HS2, I have been charged with resetting the relationship between the HS2 project and local communities. I have worked continuously with colleagues across the House who represent communities along the line of route. I am listening, and I will not stand in the way of the opportunity to listen more through further consultation. I want to reassure the House that I am taking action on what I hear, where it is needed. Further, I will do all I can to ensure that officials and those working on the project for HS2 Ltd put any consultation responses to the best possible use.
I am acutely aware of the strength of feeling in the affected communities, and I am therefore mindful of the motivation and the sentiments of those who supported and voted for this amendment in the other place. As I have mentioned, extensive consultation has already been undertaken. It is crucial, though, that we remember that local communities are at the heart of this project. HS2 is a massive infrastructure project from which the whole nation will benefit, but there are those who will have to bear a burden for that to happen.
I cannot move on without mentioning that there is a price tag of around £350,000 attached to the consultation. However, the costs of running a consultation are minor compared with the costs of delaying the Bill and of not listening to those who are directly affected by the impacts of these works. Let me therefore be very clear about consultation and engagement. The passing of this Bill does not mean the end of engagement with local communities. Indeed, it is only the beginning of a renewed effort to try to mitigate the impacts of the HS2 works on them. Therefore, while there has already been extensive consultation, I see no harm in there being even more.
The last amendment to which I wish to draw the House’s attention is Lords amendment 5. It simply clarifies when a new road constructed under the powers in the Bill becomes specifically a public highway, and when a temporary highway ceases to be a public highway. This clarifies the position for local authorities and has been highlighted as necessary through learning the lessons from phase 1. The remainder of the Lords amendments—amendments 1 and 4, and 6 to 12—delete references to some specific phase 1 works that have been made obsolete by a Transport and Works Act 1992 order, delete references made obsolete by the repeal of some local Acts and update other references in relation to the Communications Act 2003.
The Bill has already taken far longer to go through Parliament than was anticipated when the legislation was introduced in July 2017. I do not want to delay it further today. I want this section of the railway to be built so that we can hasten the benefits of HS2 to the north as soon as possible and, given all that I have said, I urge the House to agree to the Lords amendments.
Madam Deputy Speaker (Dame Rosie Winterton)
Before I call the shadow Minister, I should say that there will be a three-minute time limit on Back Benchers, because we have only an hour for this debate. I remind hon. Members that when a speaking limit is in effect for Back Benchers, a countdown clock will be visible on the screens of hon. Members participating virtually and on the screens in the Chamber. For hon. Members participating physically in the Chamber, the usual clock in the Chamber will operate.
Aaron Bell (Newcastle-under-Lyme) (Con) [V]
It is a pleasure to follow so many hon. Friends and constituency neighbours, such as my hon. Friend the Member for Crewe and Nantwich (Dr Mullan). I, too, support Lords amendment 3 and welcome the consultation that the Government have agreed to with people in Staffordshire, Shropshire and Cheshire. The railway skirts my constituency of Newcastle-under-Lyme and passes through the borough of Newcastle-under-Lyme in the ward of Maer and Whitmore, in the constituency of my hon. Friend the Member for Stone (Sir William Cash). I pay tribute to him for all he has done to stand up for his constituents, and to the local councillor, Graham Hutton, who has done a huge amount of work on this for his residents. He is my former office manager, but I pay tribute to him for what he has done as a representative.
As my hon. Friend the Member for Stoke-on-Trent South (Jack Brereton) said, it cannot be all pain and no gain for the residents of Staffordshire. We must see benefits from HS2. I am pleased that we have had commitments on services from Stoke-on-Trent, but they are not good enough, as my hon. Friend said. These trains need to run all the way through to Manchester or down to Birmingham or London. It will not be good enough if they terminate too early. He also mentioned some of the mitigation that affects his constituency and mine, particularly the mitigation relating to junction 15. I welcome the fact that that is already in road investment strategy 3, but HS2 will need to do a lot more to satisfy my local residents, given the impact that it will have on their lives.
This is perhaps a more tangential point, but it is one colleagues have made. Newcastle-under-Lyme town centre needs to be connected back to our mainline railway network, whether that is to Stoke-on-Trent to the east, to the HS2 main line in the west, or via a metro. Newcastle-under-Lyme is one of the largest towns in the country that does not have a railway station of its own. Yes, lots of people use Stoke-on-Trent, but that creates huge pressure on our local roads, particularly Basford Bank. We need much better public transport in north Staffordshire, as my hon. Friend the Member for Stoke-on-Trent South said.
In conclusion, I welcome the stance that the Government have taken today. HS2 can be beneficial for north Staffordshire, but I am very conscious that the construction of HS2 poses a large amount of complications for my residents, and residents nearby. I welcome the fact that the Government are engaging with that. As the Minister said in his opening remarks, the cost of this consultation is not nothing, but it is minor compared with the cost of the project, and the cost of not listening to the people of Staffordshire, and to the people of Newcastle-under-Lyme—my constituents. Not having the consultation would have been a huge mistake, and I am pleased that the Government have chosen to accept the amendment. I am happy to support them.
Andrew Stephenson
I am grateful for the contributions to this debate from many Members. The amendments that we are discussing are very narrow, and many of the contributions we heard were not within the remit of the debate. However, I appreciate the sincerely held views of all who have spoken today. I am sure that there will be a general debate on the merits of the HS2 project more generally in due course—not least because, as my right hon. Friend the Member for Chesham and Amersham (Dame Cheryl Gillan) reminds us, her petition calling for such a debate has now passed 130,000 signatures. I will try to respond to as many of the points as I can, but I am also happy to meet any Members who have spoken and to write on any points that I do not address because they fall outside the remit of this debate and would probably be better addressed in the upcoming debate.
Andrew Stephenson
In case it pre-empts a point that the right hon. Gentleman is about to make, I will just add that the revised business case will be published when we make an investment decision. While I cannot come out with a revised business case today, before the Treasury commits, there will be a revised business case based on that investment decision, and similar to phase 1, we will publish that business case for all to see and scrutinise.
John Spellar
I thank the Minister for that helpful reply. Are the Government undertaking an assessment of whether patterns of travel have structurally changed or whether this is just a temporary blip? If patterns of travel have changed, the whole basis of this scheme may have done as well.
Andrew Stephenson
We can all see that patterns of travel have changed in the short term, but we are not sure how long that will last. The uncertain end of covid-19—we will get through this, but we are not sure when—means that it is quite hard to predict how long the impact will be. Many studies are going on into this—many academic studies and lots of thought. My personal view is that the global trend we have seen across the world of urbanisation and of people wanting to live in cities and commute between those cities is something we will continue to see. We have seen that in parts of the world that have been affected by previous pandemics and virus outbreaks.
I still think that many people in this country will want to live in cities. When I was growing up, Manchester was like a ghost town and Leeds was similar. Now they are thriving cities and places where people want to live. Therefore I think that projects such as HS2, which is about connecting up the largest cities, still hold sway. As I say, this is an investment for the long term, and phase 1 will not be opening until 2029 at the absolute earliest. I think there is still a strong rationale for it.
I am happy to commit to continuing to keep the House updated. When I was in front of the Transport Committee earlier this month, I committed to informing the House of our thinking about HS2 in my six-monthly report to Parliament. The next six-monthly report on HS2 will be in April, so I intend to give more of the Government’s thinking then. Also, if there is a general debate on this issue, when I am sure lots of these points will be made, I am sure I will be much more closely challenged on the broader point.
John Spellar
Is one of the main drivers not peak-time capacity and daytime capacity? Inter-city travel is very much driven by business travel. We have seen how remote conferencing—Zoom we call it, but there are all the other companies as well—has changed the ways in which people are undertaking those meetings. Might that not really drive down use, so that we do not need that peak-time capacity? In the evenings, there is no problem at all, and that may be when people travel for leisure. Has there not possibly been a significant change?
Andrew Stephenson
This matter really needs its own debate—I am sure it will get one—where we can go through these things in some depth. What I will say is that if we look at the aspirational growth plans of some of the cities we intend to connect, we see that Leeds, for example, intends to double the size of the city centre. We are going to see different people wanting to use transport. We are certainly going to see changes. How long those last for, who knows? We have all in this House spent many months now on Zoom. I cannot wait for us to return to normality and to get back to face-to-face meetings. This is a debate for another day, however, and with your permission, Madam Deputy Speaker, I will try to get back to the topic and the amendments in hand. I am more than happy to debate this topic with the right hon. Gentleman at another stage.
Turning to the comments from my right hon. Friend the Member for North Shropshire (Mr Paterson) about the village of Woore in his patch, and the impact on that particularly affected parish, I am more than happy to commit to meeting him to discuss the challenges in that area, as well as the undertakings and assurances that have been given, to ensure that we continue to mitigate where we can the impact on his local residents. While the Bill contains numerous undertakings and assurances, it is an ongoing process, and we need to ensure that we are continually looking at the best available evidence of the impacts and mitigating wherever we can.
My hon. Friend the Member for Stone (Sir William Cash) spoke with passion about his constituency. He has met me many times about this topic. He is one of the directly affected line-of-route MPs on the 2a route. I am very keen to visit his constituency. He has invited me a number of times to meet specific residents and some of the directly impacted local groups. I am very keen to do so when it is safe for me to do that.
The hon. Member for Warwick and Leamington (Matt Western) talked about environmental reporting and his concerns that, if HS2 does that via a sustainability report, there could be an element of HS2 marking its own homework. I want to be clear that that is something about which I am very passionate. I want to see HS2 setting a good standard—a new standard—for environmental sustainability reporting. I touched on that point in my last six-monthly report to Parliament. I hope to provide more details in my next six-monthly report.
I am committed to ensuring that the project starts the reporting in a way that looks at all the material impacts and in a way that is seen as credible by stakeholders, and not just greenwashing or something else. The board of HS2 Ltd has now formed an environmental sub-committee chaired by Allan Cook that is looking at this, among other issues. I really want to get environmental sustainability reporting right: it needs to be at the heart of this increased transparency from HS2 Ltd. I am therefore more than happy to meet hon. and right hon. Members to discuss the details of how we get it right, not just on reporting about ancient woodland but on reporting about a whole range of environmental impacts.
My right hon. Friend the Member for Wokingham (John Redwood) again questions the demand for HS2. I think we have covered that quite well. I am more than happy, obviously, to write to him. As I said, I hope to shed some light on that in my next six-monthly report, but I am sure it will also be the focus of future debates.
My hon. Friend the Member for Stafford (Theo Clarke) talked with passion about her constituency and the need for the consultation provided for under amendment 3. She lobbied me very hard about amendment 3, as she has about a number of land and property cases since being elected to this House. I pay tribute to her as a doughty champion for her constituents.
My hon. Friend the Member for Stoke-on-Trent South (Jack Brereton) talked about the benefits to his area—comments that were echoed by my hon. Friend the Member for Crewe and Nantwich (Dr Mullan), who sees the benefits to Crewe. I was pleased to be able to visit Crewe prior to the start of the pandemic to meet my hon. Friend and the local council leader to talk about the benefits for regeneration in Crewe. Amendment 3 is important for further consultation with residents in Staffordshire and in Cheshire to ensure that we are taking all people’s views into account. My hon. Friend the Member for Newcastle-under-Lyme (Aaron Bell) also talked about amendment 3 and the importance of consulting with Staffordshire because, again, he recognises the benefits.
The Bill itself concerns 36 miles of track between Fradley in the west midlands and Crewe in Cheshire. At its conclusion, the Bill is accompanied by over 17,000 pages of environmental assessment and a register of undertakings and assurances that make over 1,500 individual commitments to petitioners and other interested parties about matters they have raised during its passage. The Bill has been scrutinised carefully by both Houses and improvements have been made to it.
I am sure that the wider debate about HS2, on which we have been slightly exercised tonight, will continue for many months and years. I look forward to further engagements as we prepare for the next stage of HS2—the hybrid Bill taking HS2 from Crewe into Manchester. It is right that we debate this project because it is of such significance nationally, and also so costly at a time of so many pressures on the public finances.
At its heart, though, HS2 is a project that will connect people and places. It is a project that will help the country to level up and help us to build back better from the coronavirus pandemic. Therefore, it is my view that we must get on with it. We must equip our people with the training and education needed to undertake the highly skilled roles in planning, in engineering and in constructing this railway. We must offer the jobs promised and get shovels in the ground. This Bill is a small part of a bigger project that will create much-needed capacity on our rail network. I believe that opponents—they may disagree—are short-sighted.
It is right that people stay at home now and we reduce travelling to an absolute minimum, but this will not last forever, as we will defeat the virus. The pandemic will end. People will travel again, both for business and for leisure. When that time comes, I want people to be connected. I want this House to have thought about the long-term future of our country and to have planned for it. I want to join up the west midlands and Crewe. I want us to drive investment in infrastructure, in skills and in growth across a whole levelled-up country. In short, I want this Bill to pass.
Lords amendment 1 agreed to.
Lords amendments 2 to 12 agreed to.
M25 Junction 10 Upgrade
Andrew Stephenson Excerpts(3 years, 3 months ago)
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The Minister of State, Department for Transport (Andrew Stephenson)
I have been asked by my right hon. Friend the Secretary of State (Grant Shapps), to make this written ministerial statement. This statement concerns the application made under the Planning Act 2008 for the proposed alteration and upgrading by Highways England of the existing M25 junction 10 roundabout.
Under section 107(1) of the Planning Act 2008, the Secretary of State must make his decision within three months of receipt of the examining authority’s report unless exercising the power under section 107(3) to extend the deadline and make a statement to the Houses of Parliament announcing the new deadline. The Secretary of State received the examining authority’s report on the M25 Junction 10/A3 Wisley interchange development consent order application on 12 October 2020 and the original deadline for a decision was 12 January 2021.
The deadline for the decision is to be extended to 12 May 2021—an extension of four months—to enable the Secretary of State to consult further on the application including on the question of appropriate provision of replacement land to compensate for the proposed special category land to be compulsorily purchased under the development consent order.
The decision to set a new deadline is without prejudice to the decision on whether to grant development consent.
[HCWS697]
Oral Answers to Questions
Andrew Stephenson Excerpts(3 years, 5 months ago)
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Andy Carter (Warrington South) (Con)
The Minister of State, Department for Transport (Andrew Stephenson)
Last week was the dawn of a new era for transport in the north of England. Loved by some, but hated by most, it was the end of the line for the much-hated Pacer trains—the final call as this rusty and knackered rolling stock is consigned to history, allowing passengers to enjoy a brand-new fleet of trains, creating a more reliable network across the north.
Rob Roberts
I thank the Minister for his answer. The north-west of England is massively important to north-east Wales in terms of cross-border trade and employment. I am as keen as anyone to see improvements to rail infrastructure in the north. Does my hon. Friend agree that it is vital we keep up the strong links through improvements at the main connecting stations of Chester and Crewe and, crucially, electrification of the north Wales coast line?
Andrew Stephenson
My hon. Friend makes a very important point. Earlier this year, we approved funding for the progression of a line speed enhancement scheme for the north Wales coast line. In addition to ongoing work to develop the Crewe hub, my officials are working closely with Cheshire West and Chester Council on developing the business case for improvements at Chester station.
Sara Britcliffe
Since being elected, I have been working with Ministers on the reopening of the Skipton to Colne railway line and the potential for a freight terminal in Huncoat. It is an essential line, well worth the investment, that will connect east Lancashire to Yorkshire. Will my hon. Friend meet me to discuss the progression of the railway line and freight terminal, and will he look again at supporting an engineering study for the project?
Andrew Stephenson
Indeed. I thank my hon. Friend for her continued and tireless campaigning on this matter. Given that my constituency of Pendle will, as you have identified, Mr Speaker, be one of those that most benefit from the reopening of the Colne-Skipton line, I will recuse myself from commenting directly on the scheme, but I know she has met my hon. Friend the rail Minister, who continues to consider the proposals carefully.
Andy Carter
Transport for the North has recently made recommendations to the Government to include Warrington on a new high-speed rail line between Manchester and Liverpool. Will my hon. Friend confirm that any route decisions will include an interchange at Warrington Bank Quay station, creating a hub site between Northern Powerhouse Rail and the west coast main line?
Andrew Stephenson
We are currently considering the formal advice from Transport for the North on its preferred way to proceed with Northern Powerhouse Rail following the board meeting last week, and we will respond shortly. We are also awaiting advice from the National Infrastructure Commission on rail investment across the north of England.
Mr Tanmanjeet Singh Dhesi (Slough) (Lab)
The east coast main line has upgrades scheduled over Christmas to help improve connectivity to the north, but many of those long-planned works now clash with the Government’s new Christmas guidance, which will clearly lead to many more people wanting to travel by train. The Government do not seem to have a plan, so perhaps I can help the Minister. Let us scrap peak rail fares, increase testing for our transport staff and delay non-essential works by a few days to help people to travel home. Can the Minister reassure the House that there will be no Christmas chaos on our railways?
Andrew Stephenson
This is something we are acutely aware of. We have already taken swift and decisive action to ensure that any disruption is kept to a minimum, and I and my fellow Ministers continue to work to ensure as smooth as possible a rail system during the festive period.
Chris Elmore (Ogmore) (Lab)
Orwell Bridge Closures during High Winds
Andrew Stephenson Excerpts(3 years, 5 months ago)
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The Minister of State, Department for Transport (Andrew Stephenson)
I am grateful to my hon. Friend the Member for Ipswich (Tom Hunt) for securing this important debate. The Minister for roads, Baroness Vere, is unable to take part in the debate and therefore it is my pleasure to respond on behalf of the Government.
My hon. Friend has raised this issue with the Minister for roads directly and I know that he is actively engaged with it, particularly through his involvement with the Ipswich transport taskforce. The issue of closures of the Orwell bridge in his constituency is not new and has been causing concern for his constituents for several years. As he pointed out, there have been 20 closures of this critical piece of infrastructure since 2013, with the average time that the bridge has been closed being four to five hours. In several instances, however, the closures have been well in excess of that average. The closures can and do cause havoc on the surrounding Ipswich roads, and the Government have, through Highways England, been pressing for the situation to be resolved.
My hon. Friend will be well aware of the work that has been undertaken by Highways England in recent months and I am pleased to say that progress is being made to change the speed restrictions on the bridge. This will allow the bridge to remain open in winds that would ordinarily have meant that it would shut. The work that Highways England has done, despite the difficulties of 2020, has meant that this issue, while still a problem today, is one that we expect to see improve significantly in the very near future.
I am aware that this has not been the swift, smooth ride that either Highways England or my hon. Friend expected when the process began. The closure of City University’s wind tunnel in response to the covid outbreak and the initial lockdown meant that there was an extension to the expected timetable. I acknowledge his concern that he will not see the speed restrictions implemented until early in the new year, having expected to see them in place for the winter season. Nevertheless, I am pleased that he was able to have a constructive meeting with the roads Minister and Highways England, and I am equally pleased that Highways England expects to be ready to introduce the new speed limit as soon as possible in 2021.
Highways England has always ensured that safety has remained, as my hon. Friend would agree it should, at the forefront of its work. It has engaged with a range of stakeholders, including the port of Felixstowe, the Met Office and Suffolk County Council. These engagements have helped to improve its forecasting for when the bridge will be closed as well as its communications with residents and businesses when the decision to close the bridge is being considered. Highways England has also made significant efforts to improve the diversion signage in the area. As well as that, Highways England has worked with academics to model options that would allow the bridge to remain open in higher winds than is currently the case.
My hon. Friend will be aware that Highways England is now engaged in taking forward the option to reduce speed limits from 60 mph to 40 mph for all vehicles using the bridge. In doing so, there are a number of steps that it needs to take. The first was the publication of the permanent traffic regulation order, which I am pleased to see was published on 13 November and will close in mid-December. This is a key part of the process in ensuring that all those affected by the change to the speed limit will have the chance to comment.
Following the closure of the permanent traffic regulation order, which Highways England does not expect to be contested, will be the delivery and installation of the new signs. Installation of the signs is a significant engineering undertaking. The weight and size of the signs is a significant factor to consider. They cannot compromise the structural integrity of what is a complex 40-year-old structure and they need to be able to withstand the weather conditions experienced on the bridge. Nevertheless, as my hon. Friend will be aware, this is an undertaking that Highways England is well prepared for. It expects, once design details and preparation works are complete, that the signs will be delivered and that installation will take place in January.
The last, essential step focuses on speed enforcement. There is no use having a speed limit if it is unenforceable, and Highways England has been closely engaged with the local police force to ensure that the right cameras are in place to enforce the new speed limit. My hon. Friend will be aware that this will be a new set of average speed cameras on the bridge.
What this means for my hon. Friend and his constituents is that the closures that have blighted the Orwell bridge and caused gridlock on the route and around Ipswich will be significantly reduced. Indeed, I am pleased to say that as a result of its work, Highways England expects to reduce the number of closures by as much as 80%. The work that it has done has been instrumental in getting us to a point where it will be possible to keep the Orwell bridge open in higher winds than has been the case in the past. The 20 closures since 2013 have been a real problem for the local community, as he explained, causing gridlock on surrounding roads, so I am pleased that the recent publication of the permanent traffic regulation order signals that an end is in sight.
None of this would have been possible without the tireless campaigning of my hon. Friend, who has been absolutely relentless in campaigning on this issue. More work is yet to be done. However, with the designs and the preparation work, as well as the delivery of the plans expected in January, I am confident that he and his constituents will rapidly see a huge reduction in the number of times the Orwell bridge is closed to traffic in the future.
Question put and agreed to.
Command Paper for the High Speed Rail (West Midlands to Crewe) Bill: Statement Reasons Command Paper
Andrew Stephenson Excerpts(3 years, 5 months ago)
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The Minister of State, Department for Transport (Andrew Stephenson)
My noble Friend, the Parliamentary Under-Secretary of State for Transport (Baroness Vere of Norbiton) has made the following written ministerial statement.
I am today, 24 November 2020, publishing the statement of Reasons Command Paper for the High Speed Rail (West Midlands to Crewe) Bill. The Command Paper is titled the “Government overview of the case for HS2 Phase 2a and its environmental impacts—Update for the House of Lords”. This is required by Parliamentary Standing Order 83A(9) to assist the House during the third reading of the High Speed Rail (West Midlands to Crewe) Bill. This document summarises the work that has already been done to assess, control and mitigate the environmental impacts of HS2 Phase 2a, and explains why the Government continue to take the view that the HS2 Phase 2a project is worthy of their support.
Copies of the Statement of Reasons will be placed in the Libraries of both Houses.
Attachments:
Command Paper (CP 325 HS2 Phase 2a Lords Statement of Reasons)
Attachments can be viewed online at: http://www. parliament.uk/business/publications/written-questions-answers-statements/written-statement/Commons/2020-11-24/HCWS594/.
[HCWS5943]
HS2 Land and Property Review
Andrew Stephenson Excerpts(3 years, 5 months ago)
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The Minister of State, Department for Transport (Andrew Stephenson)
High Speed Two (HS2) is at the heart of our plans to build back better from the covid-19 pandemic, creating thousands of skilled jobs, boosting connectivity between our towns and cities and helping to rebalance opportunity across the country for years to come.
However, as part of that commitment to build back better, it is crucial that we deliver HS2 in a way that is as considerate as possible of those disrupted by the project, who may face losing their homes and relocating their businesses.
In confirming HS2 would go ahead in February 2020, the Prime Minister also committed to a step change in HS2 Ltd’s performance and to drive improvements in transparency, accountability and value to the taxpayer. This included a renewed focus on placing people—the communities and individuals who will be impacted by HS2—at the heart of everything the Government do.
So following my appointment as the Minister for HS2, I initiated a review of the HS2 land and property acquisition programme, to ensure that those most directly affected were placed at its heart.
The review examined HS2 Ltd’s operational acquisition processes and, where the evidence demonstrated it, associated wider-Government policies. It focused on four areas:
How to deliver a step change in community engagement on the land and property acquisition programme;
How to protect the interests of those impacted;
How to improve process efficiency and delivery by HS2 Ltd;
And how to drive a better tone, showing conspicuous respect, courtesy and understanding.
Today, I am pleased to publish the findings of this review. Copies of the report have been placed in the Libraries of the House.
The Government are grateful for the contributions made by Members of the House and their constituents, external stakeholders, the HS2 Residents’ Commissioner and the HS2 Construction Commissioner. The review also considered lessons from Phase One of HS2 and examined compensation regimes employed on other UK infrastructure projects and abroad.
The review generated a number of proposals that are designed to speed up property valuations and disturbance payments, settle cases and disputes more quickly and build on the improvements HS2 Ltd have been introducing to engage more effectively with people.
The focus now will be on how the Government and HS2 Ltd turn these proposals into long-lasting changes that improve not only the delivery of HS2, but also the experience and wellbeing of individuals, businesses and communities impacted by them.
The Government want to ensure that those living near the route receive the right support at all stages of the project. Importantly, they remain committed to ensuring that those affected are properly compensated and treated with compassion, dignity and respect.
Attachments can be viewed online at: http://www. parliament.uk/business/publications/written-questionsanswers-statements/written-statement/Commons/2020-11-17/HCWS583/.
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