Bob Ainsworth
Main Page: Bob Ainsworth (Labour - Coventry North East)Department Debates - View all Bob Ainsworth's debates with the Department for Transport
(13 years, 4 months ago)
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In the best of all possible worlds, it would be nice to have fast routes everywhere. However, we must consider the resources involved. The significant routes are where people would choose to travel by air, rather than by land; people would go by aeroplane from Madrid to Barcelona, for example. Routes become economical where large numbers of people want to travel between conurbations that are fairly widely spaced, there is not a great deal in between, and it is easier to get the high-speed track without too much cost.
My hon. Friend’s proposition for a dedicated freight line has been around in one form or another for a very long time and has always attracted the same level of opposition as HS2. Is it not almost inevitable when such a major infrastructure project is planned that there will be huge opposition to it?
My right hon. Friend is absolutely right. There is always opposition to such plans. I stressed at the beginning that I do not object to the line because it goes near me or anybody else; I am objecting to it on the basis that it is unnecessary and expensive, and the money should be spent elsewhere. I am taking up too much time, Mr Walker. I can see that many hon. Members want to speak.
I do not think I can talk to that point. We come back to the fact that it can be done much more cheaply—I hope the Minister is listening. RP2 should be analysed and developed properly. It can also be done much earlier. In this period of difficult recovery, we need projects that generate growth and employment now. This is not going to come in—on the best of cases—until 2026 to Birmingham, and then it goes another 20 years beyond that. That is far too late. I was speaking to Geoff Inskip, managing director of Centro the other day, and he said we cannot wait so long, we need the increasing capacity now, as soon as possible. He is convinced that four-tracking between Coventry and Birmingham should be proceeded with forthwith. That is the first step towards RP2 and it should be taken now; we should not wait until 2026. That is an absurd proposition for meeting the country’s capacity needs for rail transport.
By raising the historical context, my hon. Friend is making a good case against every major infrastructure project that has ever been built. All the Victorian railway lines went broke; the channel tunnel never made any money; HS1 has just been exposed by my hon. Friend. Is he suggesting that we should never have built any railways, we should not have built the channel tunnel and we should not have built HS1? He appears to be saying that we can squeeze yet more—and there is a law of diminishing returns—out of the existing infrastructure. We have had years of disruption on the west coast main line for an upgrade. He is saying that huge benefit can be gained by yet more disruption to the existing lines.
That point was made earlier. My right hon. Friend asserts one thing that leads me to assert another. I believe it can be developed in that way. I believe it because the Atkins report, which also made a projection for the HS2 line, said it and worked it out in detail. It very clearly dealt with pinch points, length of trains, length of carriages, and calculated the number of problems it would create in disturbance on the line. We want it worked out and properly investigated by an independent body. That is what we need. Nobody is against it; we all want to extend the rail line. We all want to extend rail capacity and increase speeds.
It is a pleasure to serve under your chairmanship, Mr Walker. This has been an excellent, high-quality debate, with some great contributions from hon. Members from all parties, and I congratulate them all. I congratulate the hon. Members who secured the debate: my hon. Friend the Member for South Northamptonshire (Andrea Leadsom), the hon. Member for Coventry North West (Mr Robinson), and my hon. Friend the Member for North Warwickshire (Dan Byles).
I welcome what seems to be qualified support from the shadow Minister; we are not quite sure where he is going on this matter. I reassure him that we are fully committed to taking high-speed rail to Leeds and Manchester. We were the first to champion that in opposition, and we continue to do so. In response to a number of questions, let me say that work is under way on route and station options for the route north of Birmingham. HS2 Ltd has been asked to report to the Secretary of State on those options later this year.
It is good to see my right hon. Friend the Member for Uxbridge and South Ruislip (Mr Randall), and my hon. Friends the Members for Lichfield (Michael Fabricant), and for Kenilworth and Southam (Jeremy Wright), here. They have all been assiduous in pressing their concerns on Government and representing their constituents fully. Their frequent representations have been much valued by the Secretary of State and continue to have an influential impact on our thinking.
Let me turn to the points raised in debate. First, on the local environmental impact, let me make it clear that I fully recognise the concerns of those whose homes and communities could be affected by the preferred line of route. Responding to the concerns of the hon. Member for Coventry North West, we are putting a huge amount of work in to mitigate and reduce the potential impact. Approximately half the length of the preferred route to the west midlands in the plans we inherited has been changed. We have added more than a mile and half of green tunnels to maintain local access and minimise noise and visual impact.
Large sections of the routes have been lowered into deeper cuttings, reducing the number of viaducts to cut down on visual intrusion. We have made several route alterations to avoid settlements and important heritage sites. Under the revised proposals, the Chilterns will be crossed predominantly in tunnels and deep cuttings, or alongside the existing A413 transport corridor. The number of properties where high noise levels will be expected has fallen from about 350 in previous versions of the plans to around 10 properties, and we will plant 2 million trees between Birmingham and London. We will continue to listen to ideas for mitigation as part of the consultation process, at the end of which we will carefully consider all representations.
Let me turn to the points on the business case. On the criticisms made by my hon. Friend the Member for South Northamptonshire in relation to our passenger growth figures, the consultation document forecasts that passenger demand will roughly double for long-distance services on the west coast main line. That projection covers 30 years and is based on modest growth rates of just under 2% a year; that compares to a 5% growth rate between 1994 and 2009. If anything, the numbers are cautious. For example, demand between London and Manchester rose by almost 60% over the four years to 2008.
My hon. Friend the Member for Tamworth (Christopher Pincher) expressed concern about the methodology in relation to other industry practices. There is widespread industry consensus, as highlighted by the both the shadow Minister and my hon. Friend the Member for Manchester, Withington (Mr Leech), that the west coast main line will be full within around a decade; some people think sooner, some later, but there is consensus that the line is filling up fast.
My hon. Friend the Member for South Northamptonshire also expressed the concern, in her eloquent and well-argued contribution, that our analysis does not take account of the fact that time can be used productively on a train. We have listened, and we have carried out sensitivity testing on our numbers, and the results we have had indicate that factoring in productive time would have a broadly neutral impact on the business case for HS2, because failing to deliver a new line would leave trains more and more overcrowded, making it less and less feasible to do any productive work on the trains currently on our network.
As for the allegation made by one or two hon. Members that we are proposing a rich man’s railway, and the concerns expressed about fares by the hon. Member for Hammersmith (Mr Slaughter) and the shadow Minister, our research indicates that 70% of passengers would be travelling for reasons other than business, with leisure trips particularly important. All our modelling is based on fares that are in line with existing services. Our assumptions about the expected fare-box do not factor in or depend on any premium for high-speed services.
The hon. Member for Luton North (Kelvin Hopkins) and other hon. Members expressed concern that the project would see the rest of our railways starved of funds. There is simply no evidence to back that allegation. On the contrary, despite a crisis in the public finances as grave as any that this country has faced in its peacetime history, the coalition is investing more than £30 billion in road, rail and local transport schemes throughout Britain over the next four years, and that includes the most extensive programme of rail upgrades in modern history, to which was recently added the Ordsall Chord scheme, which was welcomed by my hon. Friend the Member for Manchester, Withington.
Budgets have not been set beyond 2015, but we expect the case for investment in transport to continue to be strong in the years ahead, as evidenced by the commitments that we have made on Thameslink, Crossrail, electrification, the intercity express programme, and road improvements that stretch beyond the current spending review period.
A key element in the crux of the arguments by opponents of HS2 is the question of whether journey time savings delivered by high-speed rail will be worth the cost of building the new line. The Government’s proposals, as hon. Members have pointed out this afternoon, are about more than just speed. One of the biggest advantages of our plans is that a new line would release additional capacity on our existing railways, benefiting places such as Coventry and Milton Keynes, as my hon. Friend the Member for Weaver Vale (Graham Evans) pointed out. That would help to address crowding problems for long-distance passengers, and provide more space for commuter services and the freight services that the hon. Member for Luton North championed so well, and it would also improve network resilience and reliability.
I recognise what the Minister says about Coventry. The city is split, and the council is opposed, as is my hon. Friend the Member for Coventry North West (Mr Robinson), but I cannot understand how it would be damaged by being only eight miles to the east of what would be the country’s major transport spine. The benefits are clear for anyone who wants to see them.
The right hon. Gentleman puts the case very well. Coventry stands to benefit hugely from the plans under consideration this afternoon. Journey time savings matter. For example, the Y network would enable people living in Manchester and Leeds to get to Canary Wharf in roughly one hour and 40 minutes, and Heathrow in 75 minutes or less. I assure the shadow Minister that the plans for phase 2 include the direct link to Heathrow that we called for in opposition.
I believe that bringing the capital within 49 minutes of Birmingham and 80 minutes of Manchester and Leeds would spread the massive benefits of London’s global pull. It would do more to bridge the north-south divide than virtually all previous efforts to address a problem that has defied solution for decades, which is probably one reason why so many people north of Birmingham support the project so strongly.