High Speed Rail (London-West Midlands) Bill

Baroness Buscombe Excerpts

Committee: 1st sitting (Hansard): House of Lords & Committee: 1st sitting: House of Lords & Report stage: House of Lords
Tuesday 10th January 2017 Grand Committee

[Lord Rosser]

I want to make just one or two comments about Amendment 28, to which my noble friend Lady Young of Old Scone has spoken. Obviously, I am aware of the comments that have been made by the Select Committee, which was not, let us say, fully enamoured of the report by Natural England. Equally, as I understand it, it was a report that Natural England was asked to produce in relation to this issue. As my noble friend has said, it has made its recommendations. The Select Committee took the view that it did not feel the reference to a scale of 30:1 was evidence-based. Before I go any further, I accept that I was not a member of the committee and therefore do not know everything that was said when evidence was taken. I do not doubt in that sense that the committee had good reason for making the point it has.

I hope the Government will look sympathetically on the amendment. Certainly, I, too, wish to hear what their response is to the report and the review by Natural England. If their view is that they do not feel they can go down the road of that report, I hope they will set out very clearly what their reasons are and perhaps whether they have alternative propositions to those that have been made. I hope the response will be, at least in large measure if not in its entirety, that they would be willing to accept what was in the report that Natural England was asked to prepare.

[Baroness Buscombe (Con)]

I thank all noble Lords who have taken part in the debate. I begin with the amendment proposed by the noble Baroness, Lady Young of Old Scone, and supported by my noble friend Lady Pidding. I immediately declare an interest. My full title is Lady Buscombe, of Goring. Therefore, the reference the noble Lord, Lord Berkeley, made to gantries affects me directly and is one of the reasons why I was very keen to speak to the amendment on behalf of the Government.

As the noble Lord said, we are dealing with an engineering issue that is largely based on safety. While I completely empathise with my noble friend, the number of gantries needed is based on a strict engineering and operational specification. Most of my friends and neighbours in Goring have come to terms with this now, because the reality is that if you have too much distance between each gantry there would be a slack of the line, which can be whipped up by the wind, as the noble Lord said. There would therefore be a genuine safety issue. That is something we have sought to take on board. Any variation in this specification would introduce reliability issues on the railway.

The ability to reduce the number of the gantries is therefore limited. However, the project is committed to mitigating the visual impacts of the railway through, for example, providing screen planting along parts of the railway to help obscure the overhead line equipment where it is likely to cause a significant visual effect. The phase 1 route has been developed specifically to minimise its impact on landscape and visual amenity, and, where possible, to make a positive contribution to it. This includes the decision to keep the railway as low in the landscape as is reasonably practicable. That is something we did not achieve with Network Rail through the AONB known as the Goring Gap. This is a huge step forward in mitigating the sight of the gantries. The use of earthworks and tree planting will help integrate the railway into the landscape and obscure features such as gantries. I hope what I said will reassure my noble friend such that the proposed amendment is unnecessary. I therefore hope that it will be withdrawn.

With respect to Amendment 28, proposed by the noble Baroness, Lady Young, and supported by other noble Lords, I very much empathise with what she said, but I hope that I can persuade her that this amendment, too, is inappropriate, as it seeks to impose a requirement whose merits were fully examined and rejected by the Lords Select Committee. As noble Lords are aware, toward the end of last year, Natural England produced a report, referenced this evening, that reviewed the Government’s proposed metric to achieve no net loss of biodiversity. The primary recommendation of that report, which was markedly different from its previous standing advice, is that where new woodland planting is used to compensate for ancient woodland losses, 30 hectares should be planted for each hectare lost, as the noble Baroness said.

High Speed Rail (London–West Midlands) Bill

Baroness Buscombe Excerpts

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

[Lord Rosser]

Can the Minister provide an assurance— I am sure that he will be able to—that these facilities will be available on the high-speed trains, including for wheelchair users, and that there is no possibility whatever of anyone seeking to argue that, since other services will be running between Birmingham and London, Manchester and London and Leeds and London, on what is described as the classic network, people with bicycles, wheelchair users and people with pushchairs will have to go on those services rather than on HS2?

[Baroness Buscombe (Con)]

My Lords, this has been a very useful debate, which gives us the opportunity to explain exactly what is going on and what is planned.

With respect to the amendment, I can assure noble Lords up front that, in procuring the rolling stock for HS2, we will be fully mindful of the need to ensure access for all and to improve overall passenger comfort. That, of course, includes giving consideration to the needs of people with disabilities, cyclists and parents with pushchairs, as well as the need to provide adequate space for luggage. I should say straightaway that it brings to mind—certainly to me—the contrast in thinking over time from when the Gatwick Express came into use, which my noble friend Lady O’Cathain has referred to in your Lordships’ House. There is a dreadful lack of facilities for people to manage their luggage, which the noble Baroness, Lady Randerson, has also referred to. Times and thought processes have changed, and the Government have taken that very much on board. Indeed, when the Heathrow Express came into service, I think we all clapped our hands when we discovered that on that train we have amazing space for luggage. It makes the whole difference, making what can be a nightmare journey into a very comfortable journey. The Government are very mindful of that. In fact, my noble friend the Minister has said to me that he has had the experience of getting on to one of the Crossrail trains that is being adapted on this basis—with, for example, flip-down seats—to make the whole process of being more flexible a possibility.

[Lord Ahmad of Wimbledon]

I drove the train.

[Baroness Buscombe]

Oh! I beg your pardon. My noble friend has confirmed that he actually drove the train.

The good news is that we are already consulting with user groups as we consider the design requirements for the rolling stock to include freight and, yes, parcel logistic operators—a very helpful point made by the noble Lord, Lord Berkeley. That is proof that, over time, requirements change and we have to be flexible. Of course, this is why we do not want to be tied down by putting it in the legislation. I say from a lawyer’s standpoint that the sooner one pinpoints too carefully how things should be, the more one is constrained. Flexibility is important. We are also holding detailed discussions with the market to see what is practically possible. It is only through this extensive testing of the market and understanding of passenger need that we will be able to understand the correct specification. In any case, although I recognise the importance of the issue, noble Lords have amplified this afternoon the reasons why we need to keep this flexible.

One or two other important points were raised by noble Lords; for example, relating to the provision of decent toilet facilities. The Government are taking that very seriously. In fact, there will be a briefing session with the industry in the next two weeks to discuss this very issue and to ensure that there are more than adequate toilet facilities, bearing very much in mind the need for those with disabilities to be able to cope properly and comfortably on these trains. I hope noble Lords will accept that the whole issue of disability has developed so much more than in the old days, when it was impossible for anyone with a disability or in a wheelchair to contemplate travelling by train. This is very much at the forefront of HS2 and the Government’s mind in terms of the proposals going forward.

On that basis, I hope noble Lords will accept that we are doing everything we can think of to prepare for the future specification of the rolling stock for HS2. Following on from what the noble Lord, Lord Adonis, said about cycle provision, I would add that the detailed design of stations has not yet started, but I reassure noble Lords that best-in-case cycle provision examples have been looked at and the need to provide for cyclists will be fully integrated into station designs. I very much hope that the noble Lord will feel more assured by what we have said this afternoon and withdraw his amendment.

[Lord Berkeley]

I am grateful to all noble Lords who contributed and to the Minister for her response. My noble friend Lord Adonis was absolutely right about what happens in Amsterdam. There are several different stories of enormous great buildings of bicycles, but bicycles are also allowed to be carried on trains—I think there might be a charge for them. That allows cyclists to be flexible: they can leave their bicycle at the station and get another one at the end of the journey or, as my noble friend Lord Young pointed out, they can take their own bicycle on holiday if they want to. We need to be flexible and I think that our discussions this afternoon have gone some way towards that.

We must also recognise that, yes, HS2 will be a lovely service, but it will be a commuter service to start with—Birmingham to London. It will probably be not that different from any other commuter service, except the trains will hopefully be a bit nicer and might go a bit faster, and sometimes you will be able to look out because you will not be in a tunnel. However, the facilities will be the same and passengers will do the journey every day. They might want to take a buggy or pram or wheelchair or anything else, but I do not think that the design is that much different from any other modern commuter service train in other parts of the country.

I have to challenge the Minister on this. I think she confirmed that we are not going down the route of having an appraisal methodology, which requires good value for money. This means that you have to have as many bums on seats as possible, crammed sideways and frontways, to get some Treasury-induced figure to justify it. It would be much better to have some flexible seats. I do not know whether flip-down seats are included in the Treasury’s methodology but I hope that we can move on from that. I have got the impression that there are to be some rather nice trains with lots of flexible space, so on that basis I beg leave to withdraw the amendment.

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[Lord Framlingham]

I hate to labour the point. I can understand why detailed timetables would not be wanted, but surely identifying possible bottlenecks and flaws well in advance is absolutely essential.

[Baroness Buscombe]

My Lords, I thank noble Lords who have spoken in this brief debate. Perhaps I may say that the noble Lord, Lord Adonis, is correct in saying that much of this has already been responded to in speaking to Amendment 22. However, I can understand and empathise with the noble Lord, Lord Berkeley, as to where he is coming from in the need to ensure that thought is being given to the timetables. Indeed, dare I say it, I recall the experience of when Reading station was opened by Network Rail and there were no timetables for half of the stations. The service was extremely unreliable and uncertain, so experience encourages one to consider these issues with care to ensure that the Government are thinking all this through.

I am pleased to say that, as set out in a Treasury minute published on 19 December last year, the Government have already committed to developing an integrated train plan for the entire west coast corridor from 2019 and will consult on that plan. This work will be led by the recently announced West Coast Partnership franchise. It would not be possible to do the work earlier as the West Coast Partnership will not be in place until 2018.

The key point is that a number of well-established statutory and regulatory procedures are in use on the railway to ensure that timetables are developed in a considered and structured way. This amendment appears to cut across that process, and given that the Government have already committed to a timeframe for a timetable, I hope that the noble Lord will see fit to withdraw his amendment as, again, we feel that it is not necessary; in fact, it would be otiose to legislate.

[Lord Berkeley]

I am grateful to the Minister for that response. Indeed, I was not aware of the Treasury paper, which is good news and rather justifies me tabling the amendment. The noble Lord, Lord Adonis, may be wondering why the Treasury is moving so early. He said that a timetable is needed for the business case and yes, of course it is needed to build a new line. I am not talking in particular about freight on the high-speed line. If that does develop, it could run at night, but it is not that significant. However, for the west coast main line, a lot of people will be looking for business cases to work out how they will respond not only to the west coast franchise but to other franchises and freight. Ministers have said for many years that there will be so much space on the west coast main line that you will be able to run a lot of freight trains, and we hope that that is true. However, I recall that, a few years ago, other Ministers promised services on the west coast main line with a 10-minute frequency, non-stop from Milton Keynes. The number of non-stop services from the constituencies of particular Members of Parliament can cause a bit of congestion near London.

As the noble Lord, Lord Framlingham, said, if any investment is required—even for just a small set of points or something like that—it takes a long time. We can debate why, but it does. In particular, if a freight service that goes up the west coast main line wants to run a new service between a port and an inland terminal and signs a contract with a customer for 10 years, it will want some comfort that it will be able to run that train for 10 years. Unlike passenger services, which can run when they are empty if they are told to, a freight train will not run unless it is full. It is therefore good news that the process has started, and I shall follow it with great interest. On that basis, I beg leave to withdraw my amendment.

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[Lord Rosser]

Perhaps I may raise one or two points on the issue that is set out in the amendment, which as I understand it is about the procedure for dealing with issues that people have during the construction process and what kind of redress is available to them. I raise this in the context of asking the Minister to clarify what those processes will be. I shall start with the context set out in the summary of the Select Committee’s report, which states:

“As the railway is constructed over the coming years, it will be imperative that the promoter engages effectively with all interested parties to ensure that, as far as possible, disruption and inconvenience are kept to a minimum. In this regard, the promoter faces an enormous task and we cannot stress enough the importance of effective and timely public engagement, something which, we were told time and again, could be improved upon”.

As an example of what I am asking, I refer to paragraphs 155 to 157 of the committee’s report. These relate to an issue which, as far as I am personally concerned, is fairly close to home; about a third of a mile, to be precise. The committee states at paragraph 155 that it had,

“heard some powerful and entirely credible evidence about traffic congestion in Ickenham”,

while paragraph 156 states:

“That is the background against which, as we are satisfied, the promoter has made determined and realistic efforts to reduce the numbers of HGV movements on the roads of Ickenham. The promoter’s original estimate was of 1,860 two-way HGV movements a day. That has been progressively improved, first to 1,460, then to 1,060, and finally to 550 two-way HGV movements a day. That last figure appears in the assurance (in terms of “reasonable endeavours”) embodied in clause 7 of the draft contract giving effect to the agreement mentioned in paragraph 150 above. It is expressed as a limit of 550 HGV movements a day at Swakeleys Roundabout and, as a separate undertaking, a reduction (“so far as reasonably practicable”) in the number of HGVs using the roundabout at peak morning and evening hours on weekdays”.

The committee goes on to say:

“This remarkable improvement in the target, although obviously welcome, has been criticised by some petitioners as having emerged only at a late stage, after much uncertainty, and as still having an element of contingency”.

I have no doubt that it was not only as a result of the representations made but from the questioning and the interest taken in it by the committee, which were probably quite significant factors in getting the numbers down.

I use this simply as an example for the question that I want to raise. If, for example, residents in the area—it could apply to any area—where commitments have been given have suspicions that rather more than 550 HGV movements are taking place, I would be grateful if the Minister could set out what redress those residents would have in that context. They have made representations and obviously have had help from the committee, but what happens if, when the work starts, they subsequently feel that the commitments are not being adhered to? What redress can those residents take, or what could they seek to obtain?

[Baroness Buscombe]

My Lords, I am grateful to all noble Lords who have spoken to these amendments in the names of the noble Lords, Lord Berkeley and Lord Stevenson of Balmacara, and my noble friend Lady Pidding. The Government share the concerns that noble Lords have highlighted through the tabling of this amendment, and I fully acknowledge the importance of residents and businesses along the route knowing they can seek fair and independent resolution of complaints, if necessary—the word “independent” has come up several times, as it is important.

I will immediately address points made by the noble Lord, Lord Stevenson. I hope that he will recognise, as indeed he said in his speech this afternoon, that the Minister addressed a number of the issues that the noble Lord raised this afternoon during our first day in Committee on Tuesday. However, I shall quickly reference a couple of things he talked about. One is with regard to engagement on wider issues. While he is correct that the Select Committee focuses on private interests, there has been frequent consultation on the scheme at a detailed level, even as it evolved and changed through additional provisions. Consultation responses, which numbered nearly 23,000, were analysed and reported on by an independent assessor appointed by Parliament. Six reports are available in the House Library for the noble Lord to consider. In addition, the noble Lord referenced property bonds, which I shall refer to. I hope he will be reassured by the fact that we will review the full suite of HS2 discretionary compensation schemes later this year, and as part of that, I can confirm that we will consider arguments with regard to a property bond option.

I acknowledge several helpful interventions made by the noble Lord, Lord Young of Norwood Green, and my noble friend Lady O’Cathain, in amplifying, illustrating and helping us through this process by referencing so much that took place during that whole process when they sat on that Select Committee. We must be mindful of the enormous amount of work that they achieved and of course the considerable care they took to ensure that people were genuinely listened to.

The Government want to reassure noble Lords that these amendments are unnecessary, as we are already putting in place comprehensive measures to address these concerns in the guise of a construction commissioner. The construction commissioner will fulfil the requirements that noble Lords are seeking in their proposed amendments, and more besides. The commissioner will mediate in unresolved disputes between the project and individuals or bodies relating to the construction of HS2 and will be able to receive and deal with complaints about the construction of the railway on an independent and impartial basis. Furthermore, the commissioner will have a role on advising on actions the nominated undertaker and contractors can take to reduce the number of complaints they receive. The commissioner will also have a particular role in determining complaints which are made under the small claims scheme—this point makes immediate reference to the question raised by the noble Lord, Lord Rosser—which provides a simple and informal basis to recover losses up to £10,000 for each individual claim.

The construction commissioner will be independent of the Secretary of State and any nominated undertaker appointed to construct the proposed scheme. We have already appointed an interim construction commissioner, Mr Gareth Epps. A permanent appointment—to reassure my noble friend Lady Pidding—will be made following Royal Assent, when the Secretary of State will establish an independent body to appoint the construction commissioner and determine its precise terms of reference, including its regular reporting requirements. The independent body will be made up of a range of stakeholders, including representatives of local authorities affected by HS2 phase one. The commitment to appoint a construction commissioner is a binding one, made to Parliament and recorded in the register of undertakings and assurances. Given that we are already addressing this issue, I hope that noble Lords will accept that legislation is unnecessary and not press this proposed new clause.

With respect to the issue of an independent adjudicator, I note that this amendment was previously tabled during the Public Bill Committee in another place. I am not convinced on the need for an HS2 adjudicator. There are already extensive checks and balances built into the Bill, based on the regime adopted by Crossrail and the Channel Tunnel Rail Link. The regime has proved effective for those projects and we see no reason why it would not be effective for this project. This issue was raised before your Lordships’ Select Committee, which also saw no need to impose such a role. I do not believe that this Committee should either.

This amendment, as well as being unnecessary, is unwelcome, as it would effectively create a quango with all the unnecessary cost and bureaucracy that this would entail. I cannot resist citing the noble Lord, Lord Berkeley, who, at the beginning of this afternoon’s Committee, said on his second amendment that he is not in favour of creating an enormous bureaucratic nightmare. These amendments would create just that.

[Lord Stevenson of Balmacara]

I am sorry to interrupt the Minister’s peroration but, while I understand the point about the construction commissioner, who may well solve a lot of the difficulties raised today, who is going to take responsibility once construction is completed for ongoing concerns and issues? She mentioned current practices in Crossrail, which may have a resonance for us. Without having to spend too much time today, perhaps it would be possible for her to write with details of what that might contain for us.

[Baroness Buscombe]

My Lords, in response to the noble Lord’s question, it will continue to be the construction commissioner. In fact, if I could continue my response to noble Lords it would perhaps be helpful.

There are a considerable amount of checks and balances already established by the Bill and the environmental statement, which protect the natural environment and communities from the impact of construction works. The Bill sets out the detailed controls and planning approvals needed for construction works, such as the limits on land that can be taken for the railway and where and how works can be constructed. There is also a strict envelope of environmental impacts within which HS2 has to be built or it does not have planning permission. Furthermore, there are requirements for the Government to gain approval from local authorities under the planning regime on specific issues, including the approval of construction traffic routes.

Additional commitments have been made during the parliamentary process: literally thousands of individual undertakings and assurances that are a matter of public record. These commitments are either legally enforceable through the courts or matters for which the Secretary of State will be answerable to Parliament if there is any breach of them. These commitments also include those relating to the environmental minimum requirements, which have been developed in consultation with local authorities and others. The code of construction practice, which forms part of these commitments, sets out detailed standards of work that will be adopted by contractors throughout the construction period to control potential impacts on people, businesses and the natural and historic environment. This code also sets out the mechanisms that will be used to engage with the local community and their representatives throughout the construction period.

Let us not forget all the existing legislation that will continue to apply during the construction of HS2. This includes the Control of Pollution Act 1974 and the Environmental Protection Act 1990, which give necessary roles to statutory bodies that will all play a role in regulating HS2. The Freedom of Information Act and all its requirements will, of course, continue to apply to the Department for Transport and to HS2 Ltd. These existing protections will be reinforced by the dual roles of the residents commissioner and the construction commissioner. The residents commissioner ensures that the Government are communicating with affected residents in the clearest and plainest language possible. The role of the construction commissioner is to mediate unresolved disputes between HS2 Ltd and individuals or bodies and to provide independent, impartial decisions.

--- Later in debate ---

[Lord Young of Norwood Green]

The Minister has comprehensively covered most of the territory, but I want to address the point that the noble Baroness, Lady Pidding, and my noble friend Lord Rosser raised. There is a code of practice, and they have had the communication—hopefully, because they were not always as good as they should be on that, which is why we made that comment—but there is also the 24-hour helpline. This is the first recourse that people have. If something is going wrong—for instance, as the noble Lord, Lord Rosser, said, if a resident wishes to complain that they were told there would be only 500 lorries but 1,000 have already passed through—there is an immediate requirement for the contractor to respond and to take remedial action. If it fails to do so, then the matter can be taken to the construction commissioner. What people are concerned about, and what we have heard about time and time again and rightly so, is whether what is on paper will happen in practice, and the noble Baroness gave some examples. We must ensure that HS2 abides by the terms and meets the commitments, part of which is that immediate response.

[Baroness Buscombe]

I am extremely grateful to the noble Lord, Lord Young of Norwood Green. He is absolutely right that there will be a 24-hour helpline and dedicated community liaison officers there to assist and respond to people’s concerns. I hope that, following this debate and the helpful interventions, noble Lords will accept that we believe that we should avoid creating unnecessarily what would amount to a quango. I hope, therefore, that these amendments will be withdrawn.

[Lord Berkeley]

My Lords, I am very grateful to the Minister for her response and to colleagues for their comments. My intention in putting down this amendment was to probe what has already been done and I am fully satisfied. I did not want to build up a big, bureaucratic exercise. It worked very well on previous projects and I am sure it will work well today, given the right will. I beg leave to withdraw the amendment.

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[Lord Berkeley]

My Lords, I think this is the last amendment of the day. My reason for putting this down was to probe the rather obscure wording in Schedule 17 that allows in the included ancillary matters the,

“handling of re-useable spoil or topsoil”.

I am not sure what that means—perhaps the Minister can help me to define it. For me, the word “spoil” could include all the material coming out of a 10-mile-long tunnel bore—probably several million tonnes. If HS2 is to be allowed to deposit this stuff wherever it likes because it can give itself planning permission, that does not seem a good idea to me. Maybe it does not cover such large volumes, and it will just be small bits of excavation here or there which do not matter very much. Paragraphs (2)(b) to (g) include what are normal construction activities, such as storage sites for construction materials, construction camps, works screening, lighting and dust suppression. I feel comfortable with their being in the schedule. However, the word “spoil” hit me, and I wondered what it included. If the Minister cannot answer that question today, he can always write to me. It is not the end of the world, but it would just be nice to know. I can always bring it back on Report if I have to. On that basis, I beg to move.

[Baroness Buscombe]

My Lords, it is important that I get this right. This amendment seeks to restrict the ability of a local planning authority to consider the handling of topsoil or other reusable spoil when being asked to approve construction arrangements. Matters over which local authorities—who have requested to be nominated as qualifying authorities—have a right of approval or have enforcement over have been the subject of a tried and tested practice that has worked well on both the Crossrail and the Channel Tunnel rail link projects.

I say to noble Lords, and in particular to the noble Lord, Lord Berkeley, that my impression was that the amendment is linked to Amendment 17, which dealt with restrictions on lorries and road use for the removal of soil and topsoil. We discussed those similar issues when dealing with that amendment earlier this afternoon. The issue relates to storage; for example, of spoil, which is then reusable, as well as topsoil. For example, we spoke on Tuesday about the whole issue of woodland. It is important, where possible, that HS2 has an ability to allow those who will plant the trees to use reusable topsoil—some of which is precious, not least for the regeneration of wildlife and so on—around ancient woodland and new woodland, where it can be transferred. Therefore, on the meaning of “reusable spoil and topsoil” there is nothing one should worry too much about.

[Lord Young of Norwood Green]

I think I can be of some help, because we had significant discussions on this issue. Some of the spoil is indeed reusable—for building embankments, for example. Other types, such as slurry, are not particularly reusable. We had a lot of debates on this because some petitioners were convinced that the promoter had got it wrong and that they did not have to transport some of this spoil over a distance. However, they did; they needed to get it to a site because it had the right components to enable it to be used for building embankments. This is a complex issue. Certainly, however, contractors do not have the right to dump loads of spoil wherever they like—that will be highly controlled and regulated. I hope that has been of some help.

[Baroness Buscombe]

I am grateful to the noble Lord, Lord Young of Norwood Green, for his very helpful intervention. In addition, local authorities will of course be best placed to decide where best to store the reusable soil, whether it be spoil or topsoil. The important point also to make, and which I hope will reassure the noble Lord, is that the nominated undertaker would be required to get disposal plans approved by qualifying local authorities. As the noble Lord, Lord Young, said, it would not be possible for contractors just to dump it or leave it anywhere they felt like. I hope that, on that basis, the noble Lord will feel able to withdraw his amendment.

[Lord Berkeley]

I am very grateful to the Minister. I had hoped that that would be the answer and it gives me great comfort. I beg leave to withdraw the amendment.

High Speed Rail (London-West Midlands) Bill

Baroness Buscombe Excerpts

Report stage (Hansard): House of Lords
Tuesday 24th January 2017 Lords Chamber

[The Earl of Glasgow]

There is a huge amount of work to be done in building HS2 and we should be able to get on with that. If what the noble Lord is saying is correct, I may have misunderstood.

[Baroness Buscombe (Con)]

I intervene to remind noble Lords that this is Report. The rules of debate state:

“On report no member may speak more than once to an amendment, except the mover of the amendment in reply or a member who has obtained leave of the House”.

[Lord Faulkner of Worcester (Lab)]

Will the noble Earl take the trouble to read the very wise words of the noble Lord, Lord Brabazon, who spoke a few moments ago about the consequences of accepting these amendments? If one of them were passed, the Bill would have to be re-hybridised. It would have to go back to the hybrid Bill Committee and months and months would be taken up by looking at the Bill again with these provisions in it.

I cannot believe that the House would want to do that, bearing in mind the exceptionally good job that the hybrid committee did. I see a number of its members are in the Chamber at the moment and they deserve the thanks of all of us for looking at this Bill in such detail and displaying such patience in listening to huge numbers of petitions and far too many lawyers who were presenting them on behalf of people with, in some cases, entirely spurious objections. The committee went through that very well and came up with a series of recommendations for change, and the Government, to their great credit, have accepted them all either in spirit or literally. The fact that the committee has done that job and we have a Bill to which we can give Third Reading and get work under way is very important.

Old Oak Common is a wonderful place. It is where my great-grandfather lived in a Great Western Railway house when he was a top link driver on the railway in the early years of the 20th century. But it is not a place where people want to go when they are travelling on high-speed trains from Birmingham or the north of England. Indeed, the practicality of finishing a journey there has been addressed by Transport for London. It answers the point made by my noble friend Lord Berkeley about Crossrail. Yes, Crossrail is going really well and will be a great success. But when HS2 arrives at Old Oak Common, it is estimated that about a third of the passengers will get off, get on to Crossrail and go into the City. However, if they were all required to go on to the City, the difference between these two—HS2 terminating at Euston or at Old Oak Common—would, in the words of Transport for London, be the difference between Crossrail coping and Crossrail falling down. That would be the implication of accepting this amendment.