Safety of Riders and Horses on Rural Roads

Caroline Spelman Excerpts

Tuesday 4th July 2017 Westminster Hall

[Derek Thomas (St Ives) (Con)]

I beg to move,

That this House has considered the safety of riders and horses on rural roads.

It is a pleasure to serve under your chairmanship, Sir David, and to open this important debate; a number of colleagues have been very active on this issue and would also like to have secured it. I will welcome interventions and speeches later. I congratulate the new Under-Secretary of State for Transport, my hon. Friend the Member for Hereford and South Herefordshire (Jesse Norman), on his appointment and welcome him to his first Westminster Hall debate. I also congratulate my hon. Friend the Member for North Cornwall (Scott Mann) on his role. Welcome.

First, I have two confessions to make. I am not a horse rider; I have been on a horse twice in my life. The second occasion was because my wife is a horse rider: when we were courting, I was not really getting the opportunity to spend as much time with her as I intended, so I went horse riding with her. There was only the one attempt, and I eventually won the argument and we married. The earlier occasion was when I was younger, and I cannot really recall that experience.

My second confession is perhaps more serious. I am one of the Members in this place who has had to take a speed awareness course—I was caught speeding in Bristol some years ago. During that course, I was made aware of what damage a moving vehicle can do to vulnerable road users: children, motorcyclists, cyclists, and horses and riders. I welcomed that opportunity and wake-up call about why it is so important to keep to the speeds that are set out for us. So when a constituent, Debbie Smith—she is here this afternoon; welcome, Debbie—came to me wanting to raise the issue of the safety of horses and riders in west Cornwall, I had an open door and was ready to listen and do everything I could to support her campaign and the campaign of many of her friends who ride horses.

[Dame Caroline Spelman (Meriden) (Con)]

I congratulate my hon. Friend on securing this debate. Does he agree that one of the problems is that most drivers are unaware that they should not pass horses any faster than 15 miles per hour? They are often just guided by the speed limit, thinking that it is okay. Would he commend the work of the British Horse Society, which has advocated raising greater awareness of the speed at which one should pass a horse?

[Derek Thomas]

I thank my right hon. Friend for her intervention; she is absolutely right, and I was pleased to meet the BHS today to discuss its concerns. A lot of the work, including this debate, that we have been doing over the past couple of years with Debbie Smith, the British Horse Society and many others is about raising awareness of how we should use our roads and consider others’ safety, and pressing on the Government that we believe that there is more they can do to take part in this cause.

For many years, Debbie Smith has been working with others to campaign on behalf of horse riders for safer rural roads. Her most recent petition about passing wide and slow, calling for stronger legal protections for riders on our roads, has reached almost 110,000—maybe now it is 110,000—signatures on the change.org site. I first met Debbie in November 2015 and required little persuasion to join her cause to make our roads safer for horses and their riders. Our initial encounter led to a meeting in February 2016 with the former roads Minister, my hon. Friend the Member for Harrogate and Knaresborough (Andrew Jones), and civil servants from the Department for Transport. We discussed the need for a concerted effort by the Department to make our roads safer. Since then there has been a horse-riding awareness day—earlier this year, in which 15 different locations in the UK took part—and 110,000 signatures on the petition, as I said.

Horse riders make up a significant group of vulnerable road users, but despite there being 2.7 million across the UK, they often find themselves as the forgotten demographic—an afterthought in the minds of drivers and unacceptably low down many politicians’ priority lists. It is for this reason that the British Horse Society launched the horse accidents website in November 2010. Since that launch, 2,510 reports of road incidents involving horses, including near misses and collisions, have been logged by the BHS. That is but the tip of the iceberg. Most significantly, since the launch 222 horses and 38 riders have been killed. This problem is not in decline. In the past year there has been a 29% increase in the number of road incidents involving a horse reported to the British Horse Society.

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[Mr Robertson]

I am grateful for that intervention. Even 40 miles an hour on the wrong kind of road could be too quick. This goes back to what my hon. Friend the Member for South East Cornwall (Mrs Murray) said about education being very important, in connection with horses but also with driving safely according to the road conditions. It is often not possible to go faster than 10 or 15 miles an hour on a very narrow country lane to remain safe, so education is crucial.

My final point is that in order perhaps to take horses off roads that might be dangerous we could do with reviewing the rules on bridleways. It might be that many existing footpaths could be made dual use, and function as bridleways as well. That would help to ease the problem.

[Dame Caroline Spelman]

I am very grateful to my hon. Friend for giving way, as I know time is tight. Precisely on bridleways, close to urban settings there is a terrible dearth of them and they do not connect up. I think it is the fact that they are seen as multi-purpose—for pedestrians, cyclists and even motorised transport as well as horses—that leads to great reluctance on the part of landowners to extend any sort of bridlepath network. Might we appeal to the Minister to consider a new designation for off-road safe riding for equestrians?

[Mr Robertson]

I entirely agree with my right hon. Friend’s remarks. I will not take up any more of the House’s time except to stress that horses are part of our countryside and our country. We only have to look at the startling statistics that have been cited to realise that we really must do something about the issue.

High Speed Rail (London - West Midlands) Bill

Caroline Spelman Excerpts

Monday 20th February 2017 Commons Chamber

[Mrs Gillan]

My right hon. and learned Friend is absolutely right. Lord Snape was always a real gentleman when he was in this House, and I can see that he has gone on to maintain those credentials of politeness and to be a champion of equality. His elevation was undoubtedly deserved.

Lords amendments 12 to 25 correct references to local roads, and Lords amendment 51 covers the traffic regulation changes. The residents of Great Missenden parish still have concerns about the siting of the north portal and the effect of construction traffic in the area. I hope that the Minister will be able to tell me which of the traffic regulation changes will reassure my constituents, who are disappointed that there has been no relocation of the haul road. Great Missenden Parish Council has noted that

“residents were aggrieved that an undertaking to move the haul road further north is not to be met”.

The mitigation package of assurances for Great Missenden was first discussed in October 2016, but it has still not been formally entered on to the HS2 register of undertakings and assurances. I hope that the Minister will also be able to comment on that.

All the major changes to traffic referred to in Lords amendments 12 to 25 will require good community engagement. When it comes to engaging with local communities, however, HS2 still has a lot to learn. My right hon. Friend the Member for Aylesbury (Mr Lidington), my right hon. and learned Friend the Member for Beaconsfield (Mr Grieve) and I know that we and the constituents we represent are not being treated with due respect.

My constituents have instances of HS2 experts failing to take local concerns seriously, even to the extent of giving incorrect information. Indeed, many of these amendments contain corrections to inaccuracies in the legislation. I understand that this is now a matter of formal complaint, but HS2’s actions have continued to fall short of what is expected from a public body. My right hon. and learned Friend the Member for Kenilworth and Southam has noted that people often have to resort to freedom of information requests and to petitioning Select Committees because communication with HS2 is so poor. It is really disappointing that HS2 Ltd has not shown more empathy or understanding of the human cost of HS2, even now.

With Royal Assent will start a right royal assault on the people still living on and around the route. The disruption that will be a daily part of their lives during this project’s construction will go on for many years. It would be fitting to say that this has been a life-changing experience—not just for me, but for so many people in the Chilterns and beyond. We are discussing these Lords amendments today, but I have learned that the House of Lords could actually prevent Members of Parliament from speaking up on behalf of their constituents. I was amazed that our locus standi was challenged by the Department for Transport’s subsidiary, and that any Member of Parliament wishing to put forward constructive ideas could be shut up by a House of Lords Committee.

[Dame Caroline Spelman (Meriden) (Con)]

I support my right hon. Friend’s point. It is incomprehensible to our constituents, who have elected us to speak for them, that we should be prevented from articulating the real concerns that have arisen since this legislation left our House. There are very strong feelings among our constituents about that prohibition.

[Mrs Gillan]

I would have thought that in a democracy, and particularly as elected representatives in a representative democracy, we would have the freedom to speak in these Houses but, no, that is not the case. The Lords amendments were arrived at without the help and support of the elected Members for the affected constituencies. The process certainly taught me a lesson, and it changed my life and my view of democracy.

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[Alan Brown (Kilmarnock and Loudoun) (SNP)]

I shall be brief, as I am well aware that for some people in the House this has been a long process and it is good that we are getting to the end of it. I caught the end of the previous debate, in which people were saying that the Cultural Property (Armed Conflicts) Bill was 64 years in the making, so this Bill has, in fact, taken somewhat less time. My party is generally supportive of this bold proposal from the Government, but we would like it to be bolder in the long run as it is important that HS2 extends to Scotland. We also need improvements to the existing line north of Crewe in the meantime so that we can have shorter journey times up north.

I am well aware that I am supposed to be speaking to the Lords amendments. As they have improved the Bill, we support them. We welcome the amendments to clause 48 relating to compulsory purchase order powers. It is important that the Secretary of State sticks to his commitment that any CPO powers will be used sparingly and as a last resort.

As I said, we are supportive of the concept. My background is in civil engineering, so I appreciate the value that infrastructure investment can bring in long-term wider business and economic benefits. On that basis, I would like to see the project go forward and I look forward to the start of the construction. I am well aware that some enabling contracts have been let. While we want to see construction starting, I again remind Ministers that we need improvements north of Crewe, and we need this line to get to Scotland sooner rather than later.

[Dame Caroline Spelman]

It is not every day that one walks into the Chamber to find parts of one’s constituency, villages or parishes singled out in legislation, but Lords amendment 1 does precisely that. Madam Deputy Speaker, you reminded us that these amendments are narrow, describing them as largely “typographical”, but I wish to impress on hon. Members that this is a topographical amendment. I should not want any Member to leave this Chamber without understanding exactly what we are talking about. The lovely parish of Bickenhill is perhaps where some hon. Members have disembarked from the west coast main line at Birmingham International station. Perhaps they have stood on the platform looking across to the National Exhibition Centre, but they might not have been wholly aware that they were in the green belt. Very close by is Chelmsley Wood, one of the largest council estates in western Europe. I mention those topographical points because, as I am sure that hon. Members can see, names such as Bickenhill and Chelmsley Wood conjure up images of lovely rural locations, yet people there are at no point further than 8 miles from the centre of either Coventry or Birmingham, so we are talking about land that is precious to those who try to keep the balance of green space and urban density.

Bickenhill parish lies in what is known as the Meriden gap, and ever since I have been a Member of this House, I have fought strenuously to protect it, because it is the green lung that holds Coventry and Birmingham apart. Although a matter of 3 or 4 hectares of green space may not theoretically—maybe abstractly—appear to be all that important to everybody else listening to this debate, it is an important issue for the residents of Chelmsley Wood, because the estate has a very high population density of 60 units of accommodation per hectare. The loss of green space in the area is therefore significant.

The local authority, Solihull Council, made representations when the Bill was considered by the Lords Select Committee because every hectare of green space in our green-belt borough is a matter of great importance to all of us who share completely in the local authority’s motto of “Urbs in Rure”. All Latin scholars will realise that that tells us everything we need to know about the balance we need to strike between urban and rural sustainability, side by side. I would therefore say that this is a bit more than just a typographical matter, Madam Deputy Speaker; it is really important for my constituents.

Will the Minister consider whether the Government’s proposals are compatible with their commitment to biodiversity offsetting? As the 2012 “Natural Environment” White Paper set out, the whole principle of biodiversity offsetting was to make it clear that when we destroy green space, we should create new green space to make up for the loss of natural capital. When he responds, will the Minister be clear about whether he has considered that important dimension?

If, by chance, the Government have not thought about the compatibility of their proposals with biodiversity offsetting, I impress on the Minister the enormous opportunity that exists to do something ambitious, at scale, to offset the loss of green space of the type referred to in the amendment. A good proposal to regenerate the Tame and Blythe river valleys has been worked up by a professor at Birmingham City University and presented to the Department. Rather than glossing over a small piece of green space, should we not seize the opportunity of working together to ensure that people who prize green space in urban areas get proper compensation for the green space that is so important to them?

[Mrs Gillan]

My right hon. Friend is articulating, through the medium of this small amendment, the fears of many people about environmental matters. Does she agree that we face a huge danger because the costs of the project are spiralling out of control, and we all know that it is environmental payback that gets sacrificed if the project cannot afford it? As a major infrastructure project has never been delivered on time and on budget in this country to date, that is the danger.

[Dame Caroline Spelman]

I could not agree more with my right hon. Friend. The fact is that we now know so much more about the true value of green space that is lost—we can actually calculate the value of the natural capital. I set up the Natural Capital Committee, which reports to the Treasury, so that we no longer make decisions on the assumption that nature provides things for free. That is not true, because when we take away natural capital, there is a cost to our economy, so it is important that there is proper offsetting.

When the Lords Select Committee discussed the issues relating to Lords amendment 1, it was stated that there is already enough public open space in the locality. Well, I beg to differ. With a housing density of 60 units of accommodation per hectare, there is obviously great pressure on what public open space remains. We should not regard the situation as static, because from the moment the high-speed railway is built, the pressures on the parish of Bickenhill will be enormous. People are always trying to put some new development in the Meriden gap—we already have the M6, the M42, the west coast main line, Birmingham airport and the Chiltern line. We almost had the national football stadium, and we have the National Exhibition Centre. Space will be at an enormous premium, so to disregard the significance of just 4 hectares of green space is not a little matter, which I why I particularly wanted to raise it in this debate.

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[Mrs Gillan]

My right hon. Friend mentions David Higgins. In fact, the outgoing chief executive is Simon Kirby. Sir David Higgins is the chairman. He has just joined the board of Gatwick, and he is also on the board of an Australian bank, so he is doing three jobs at once. I think that my right hon. Friend has made a mistake, which I would love her to correct.

[Dame Caroline Spelman]

There has been a bit of change at the top of HS2—my right hon. Friend is right. However, I received a letter from David Higgins, and, despite my reminding and re-reminding the offices of HS2 that the case needs to be expedited, it still has not been dealt with.

Lords amendment 51 deals with traffic regulation, which will be very important during the construction phase. I do not pull my punches over this issue with my constituents. We are going to be a building site for at least five years, and that will be extremely disruptive around one of Britain’s busiest transport nodes: the midlands motorway crossroads. I impress upon the Minister that a continuous haul route is very much sought after in my constituency. We have so far been unable to secure undertakings that construction traffic can be prevented from thundering through some of our villages.

Such a village is Balsall Common, which is just outside the parish of Bickenhill. It carries the Kenilworth road, and an alternative for haulage needs to be found because the thought of construction lorries going through the village centre, where children walk to the secondary and primary schools, gives me and their parents real cause for concern. Is there anything the Minister could do to assist with this? David Higgins showed real interest when I raised the possibility of finding a solution under the legislation. It is not in HS2’s interest to have its construction traffic thundering down the centre of villages where children walk to school, but all the alternatives cost money.

Local authorities just do not have the money to create new roads to take five years of construction traffic away from centres of habitation. There is a very real prospect of a good legacy project arising from achieving a continuous haul route so that permanently, and once the railway has been built, people who want to use it do not tear through the centre of the village trying to catch a high-speed train. Perhaps the Minister could make a note of the importance of that for my constituency. Of course, we really wanted a tunnel, which would take some of the pressure off, but rather like my right hon. Friend the Member for Chesham and Amersham (Mrs Gillan) we recognise that some of our early requests have not fallen on fertile ground.

I also pay tribute to the work of Neil Caulfield. It is important, particularly with the Clerks of the House present in the Chamber, that we share with colleagues that he was a man who went the extra mile for our constituents. I always think that the Clerks go the extra mile for us as Members of Parliament in a way that the public often do not see, such as by helping us with amendments to Bills and finding ways to give expression to the things that our constituents want to see in legislation, but Neil went even further than that. He interacted with a huge case load of people’s needs. These people were desperate to find solutions to the threat of losing their home, or at the very least to get proper compensation. I remember that he took the trouble to come away from the Houses of Parliament to visit the constituency with the High Speed Rail (London - West Midlands) Bill Committee in order to see it all for himself. That was a remarkable commitment by a Clerk of the House. Although the Chair of the Commons Select Committee is not present in the Chamber, I am sure that all members of that Committee, who put in many hours of listening to our constituents’ needs, would like to ensure that we recognise the special role that Neil played.

I give my last word to my constituents, who have gone from being shocked at the proposal when Lord Adonis first mooted it, to believing that it would never happen, to having the dawning realisation that we have to work with how it turns out in practice. I commend Solihull Council for creating a working group that meets once every month—I attend the meetings—to talk through the day-to-day implications as the project unfolds. However, there is no disguising the fact that this is going to be a life-changing experience for the constituency of Meriden and especially for those of my constituents who are most directly affected. They will read this debate and listen to our deliberations, and I would like them to know that I will not give up fighting on their behalf to ameliorate and mitigate the impact of the railway, which will fundamentally benefit our region, but whose impact will fall disproportionately on a few homes.

[Keir Starmer]

May I begin by joining the tribute to Neil Caulfield? The construction of HS2 will have a devastating impact on thousands of my constituents—one has only to go to a meeting with them to see the concern etched on their faces. Some of them made their way to Parliament to try to go through the bewildering process of making their concerns known, and Neil went out of his way to explain the processes to them and to help them to put their points. I know all the Clerks have done that with us and with others, but what he did was appreciated by my constituents, and I was pleased to be able to write to his family to convey to them what he had done on behalf of my constituents. I am therefore grateful to be able to join the tribute to him.

Amendments 3 and 51 deal with traffic regulations, and amendment 52 deals with lorries and lorry bans. As noted by the shadow Secretary of State, my hon. Friend the Member for Middlesbrough (Andy McDonald), traffic and lorry movements have particular relevance in Holborn and St Pancras and in Camden. As the Lord’s Select Committee on HS2 recognised, Camden residents face disruption on an

“unprecedented scale, both in intensity and in duration”

from the HS2 construction works, which will continue over no fewer than 17 years for my constituents.

That is why the Select Committee made a strong recommendation that all households in Camden, and others similarly affected, that qualify for noise insulation as a result of the works should be eligible for the upgraded level of compensation available to residents in rural areas living within 120 metres of the line. The traffic, the lorry movements and the construction will go on for a long period and will have a profound impact, and that can be demonstrated by the fact that anybody in Holborn and St Pancras having a child this year or next year faces the prospect of that child growing up with construction works taking place for pretty well the whole of its childhood. Equally, anyone retiring this year or next will probably spend their retirement during a period of construction works.

The Select Committee estimated that its recommendation about compensation would benefit 1,300 households in Camden, which, again, gives an indication of the extent of the impact there. Those households would be eligible to receive the full unblighted market value for their property or a cash payment of up to £100,000 if they remained in occupation of their property during the works.

In response to the Select Committee, the Government accepted the part of the recommendation about households that are subjected to severe and prolonged noise and disturbance, but they did not accept the full recommendation. Other components of the Government’s compensation scheme, which they have stated will provide a fair and proportionate remedy for affected households, are still to be specified and remain completely unknown. It was disappointing that, on Report in the Lords, the Minister responding, Lord Ahmed, had nothing to say on the Government’s position on compensation. I remind the Government of the ongoing obligation to meet my constituents’ very genuine concerns about what the future holds for them in relation to mitigation and compensation for such a prolonged period of construction and its impact on them.

The location of the tunnel portal in Camden will make a material difference to the construction process and to the traffic and lorry movements. As the Government will know, there have been rumours for some weeks that an announcement is to be made concerning a move of the tunnel portal in Camden from the top of Parkway to a location south of Mornington Street bridge, several hundred metres nearer to the station. That may seem like a small thing, but to the constituents of Holborn and St Pancras and those living in the area it makes a huge difference. This proposed change has the potential greatly to reduce the damage and disruption to residents of Camden, and is therefore welcome. In the Lords Grand Committee, the Minister promised to provide an update in writing about this important matter, but that has not yet happened. I urge the Government to bear in mind that anything that can be said here, or at any stage in the near future, about the portal will alleviate some of the very real concerns that my constituents have about this, as the Minister knows.

West Coast Rail Franchise

Caroline Spelman Excerpts

Tuesday 14th June 2016 Westminster Hall

[John Stevenson]

One of the reasons for having this debate was so that hon. Members could have the opportunity to highlight key issues for their own area. I am delighted that my hon. Friend has been able to do so and I am sure that the Minister will be listening keenly.

[Mrs Caroline Spelman (Meriden) (Con)]

My hon. Friend is very kind. Birmingham International airport is in my constituency. Is my hon. Friend aware that a reduction in service at Birmingham International train station would threaten that regional airport? It is a significant international airport, serving a region the same size as Denmark, and it already does not receive a service from London in time for passengers to catch the early morning flights.

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[Mr Jim Cunningham (Coventry South) (Lab)]

This is probably the second time that I have taken part in a Westminster Hall debate that you have chaired, Mr Brady, although we have known each other for a considerable time.

I will not take too long, but there are one or two issues that concern Coventry and investment there. As part of the consultation, it was suggested that the three trains an hour running through Coventry could be reduced to about two an hour. That could affect people going to work, as lots of people go to work in Coventry and lots of people from Coventry work outside it. It is important to think about that, if we are to line things up with high-speed rail, which will bypass Coventry. My experience is that if anyone is going to invest in the city, one thing they will ask about is the transport system, as well as such things as executive housing, the education system and the skill base. Transport is part of the whole package, and that is why I express concerns about high-speed rail and its impact on Coventry. We have in other places debated the issue of compensation for those affected, but that is part of another debate.

The intention is to reduce journey times between Birmingham, Manchester and Liverpool, and no one would quarrel with that, but we have to look at the impact on other areas, and I wonder how that fits into the Government’s proposals. Next year, they will set up the west midlands combined authority. It has been said that the combined authority will be an engine for economic growth in the region, but what about the impact of high-speed rail? If there is a reduction in the frequency with which trains go through Coventry and areas like it, the west midlands will certainly not gain too much out of that.

It is interesting to note that journeys to and from Coventry have tripled over the past decade, from 2.35 million in 2004-05 to 6,252,888 in 2014-15. That is a considerable increase by any stretch of the imagination. As part of the franchise, we should also look at the fare structure. It could be argued anecdotally, as it were, that it is cheaper to fly than to travel by train in the midlands, and that should be looked at—and it is not just about off-peak prices.

[Mrs Spelman]

The hon. Gentleman is right to mention Coventry’s position in relation to the new high-speed rail, and how that works with changes to west coast main line usage. HS2 will not be open until 2026; surely it is important to ensure that the west coast main line has the maximum capability, given that it is already at capacity, before the new service opens, so that the region, and Coventry in particular, are not compromised.

[Mr Cunningham]

I totally agree with the right hon. Lady. I know that she, along with her colleagues, takes a considerable interest in the welfare and prosperity of the west midlands. Earlier she raised a point about Birmingham airport; we should take a good look at the impact that high-speed rail could have on Birmingham airport and passengers. This is not necessarily a criticism, but the organisation of that airport needs to be looked at, from the point of view of passenger comfort. Passengers flying into or out of the airport have a considerable distance to go when they get off or go to the aircraft. It is quite a long walk, to say the least. The airport should look at how it organises things on behalf of passengers, whether they are going through customs or just coming back from a journey. While we all support the airport, we have to make it more passenger-friendly.

I link that with what I have been saying about the situation in the west midlands. The airport is part of the prosperity of the west midlands. Coventry airport, if I remember correctly, used to benefit from freight from Birmingham airport. Those are some of my concerns relating to how Coventry sees itself. I do not want to be too parochial, because at the end of the day we have to act in the best interests of the region, but those concerns have to be expressed.

I ask one final question, which I hope the Minister will answer. What has happened with and to the NUCKLE project? I am sure that some MPs with constituencies near mine share that concern. That project is important to the prosperity of not only Coventry but Nuneaton, and it seems to have come to a standstill. The Minister may know more about that than I do. It is vital that the line is looked at, because people have been waiting for it for 10 years. I have been involved in a number of delegations over the past decade to try to get that project off the ground. That is all linked to what I have said about Coventry station and the west midlands.

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[Mark Pawsey]

The hon. Gentleman is absolutely right. This is a matter of concern. In fact, the West Midlands Integrated Transported Authority, which represents the seven metropolitan authorities in the west midlands, has voiced concerns in respect of Wolverhampton, Coventry, Sandwell and Dudley. As my right hon. Friend the Member for Meriden (Mrs Spelman) highlighted, the point has been picked up by the operator of Birmingham airport as a possible threat to the region’s aviation connectivity, leading in turn to a threat to the west midlands’ economic development and levels of employment.

The same concerns apply to Rugby. It is of course very easy to reduce journey times between major conurbations and reduce the numbers of people on the trains by having those trains ceasing to stop at intermediate stations. I am a regular rail user and I can see changes that can increase capacity. The first, which has substantially been done, is to increase the length of trains. We have 11-car Pendolino trains, but a substantial number of nine-car Voyager diesel trains remain running. Replacing those and getting them up to 11 cars is important.

Secondly, the conversion from first class to standard class has partly happened. This was spoken about several years ago, but when I go to Euston station to catch a train to Rugby, I regularly walk past four pretty empty first-class carriages to get into one of the five or seven standard-class carriages.

Thirdly, more effective use of pricing can be used so that trains in the middle of the day take some of the load. I regularly come down from Rugby on the 12.23 and I often sit in a carriage that I think holds about 80 passengers with no more than a dozen or so. So additional use of pricing can be made to spread the load.

The hon. Member for Coventry South (Mr Cunningham) said that he would not be too parochial, but I will be, if I may, because Rugby has a very active rail users group. I meet them regularly and I am grateful to them for their observations. They have made clear to me some of the things that they would like to see, and I know they will be attending various consultation events, one of which will take place at Rugby station on 23 June. It is very important for Rugby rail users that there is no diminution of services at Rugby, especially not as regards the excellent fast service to Euston to which I have referred.

For some time there have been concerns about a recent reduction in direct services to the north-west, which historically took the Trent Valley line. Many of those trains no longer stop at Rugby, which means that a Rugby passenger wishing to travel to the north-west has to change at either Coventry or Birmingham International. Given the importance of Rugby as a commercial centre, as I have mentioned, it will be increasingly important for us to have links to the northern powerhouse.

The consultation will refer to stations, and Rugby station is one of those included in the franchise. The substantial recent increase at Rugby is starting to put pressure on the facilities at Rugby station. We had a fantastic station upgrade, which was completed in around 2008. The upgrade of the west coast main line gave our station a transformed appearance and provided a much better gateway to Rugby. Previously, people arriving would have had to walk down a long dingy tunnel. Now we have a new ticket hall, new catering facilities and a multi-storey car park. However, our parking facilities have not kept pace with the growth in the line.

It is often not possible to find a space in the car park on a Tuesday, Wednesday or Thursday. It is less of a problem on a Monday or Friday when there are fewer commuters and people are more likely to be working at home or perhaps taking a day’s holiday. So we need additional parking facilities, although I would add that we might be able to make better use of the existing space if the indicator boards at Rugby station, which have been out of order for quite some time, were repaired. I have raised that with Virgin, and perhaps a note in Hansard might push that along and get it sorted so that people can draw up at one of the three car parks in Rugby and have confidence that there is a space for them.

We need additional car parking spaces, but we could also do with additional investment in the road network around Rugby station. There is a particular issue with congestion around peak times. People have been known to be late for a train as a consequence of the congestion around the station, which is very much caused by the single running on Mill Road, a road running underneath the station that is controlled by traffic lights. That really needs to be upgraded to two-way running. It is a real shame that the opportunity to improve that was missed when the railway line was realigned in the west coast main line upgrade. It certainly needs doing.

Partly as a consequence of the congestion around the station, there has been recent talk of a possible parkway station just outside Rugby on the Northampton loop of the west coast main line, which would be two or three miles away from Rugby. Frankly, I cannot see the point in Rugby having two stations two or three miles apart. I and I think most of my constituents would much rather see investment in the infrastructure around the station, giving better road access and the additional parking to which I have referred.

On the services that Rugby receives, there is a particular issue with Saturday evening services from Euston station. The last train to Rugby from Euston on a Saturday evening is at 21.23. That of course means it is not possible for my constituents to attend a performance at a theatre in London and catch the train home. They have to stay overnight or alternatively, as my wife regularly does, come down for a matinee, but people should be able to catch the last train back in the evening.

Of course, when people do take late train services, the trains are slowed down and take longer. The last train on a Saturday leaving Euston at 21.23 takes 1 hour and 21 minutes. The last two trains on a weekday are at 22.30, which takes 1 hour and 28 minutes, and at 23.30, which takes 1 hour and 35 minutes. The fastest train takes 48 minutes. Why cannot we have trains running at that kind of speed later in the evening to enhance people’s use of the railway?

We have heard quite a bit about HS2. I do not think it is possible to consider the future of the west coast main line without some reference to HS2. It is vital that even when investment starts to be made in HS2 money continues to be spent on the west coast main line. What we do not want is a Cinderella line that gets forgotten about while the all-new sexy high-speed rail is developed.

In terms of general improvements, my hon. Friend the Member for Carlisle has spoken about improvements needed at Euston station. I am very familiar with the Euston sprint. The concourse is small and people race to the train. Earlier notice of the platform allocated to a train would be helpful. I share my hon. Friend’s concerns about reductions in space available at Euston while the construction phase of the high-speed rail is undertaken.

[Mrs Spelman]

At the other end of the line the construction of the new parkway station at Birmingham International will be one of the earlier phases of HS2 construction so does my hon. Friend agree it is important that the Department for Transport looks at the compromised access at Birmingham International railway station throughout the construction work, which is scheduled to last at least five or six years and will involve major changes to the road infrastructure as well as the railways?

[Mark Pawsey]

Of course. People understand that development entails some disruption, but it is important that the disruption is not excessive and does not outweigh the advantages of what might be coming later on.

My hon. Friend the Member for Carlisle spoke about the need for better wi-fi and better mobile phone signals, which involves investment on the track. There is also a need for more flexibility between the tickets of the operators on the line. London Midland also operates on the line, and occasionally it is difficult to transfer a ticket between one operator and another. Occasionally, when people have bought a ticket from the existing operator, Virgin, and want to upgrade it, they cannot do so. They have to throw the old ticket away and buy a new one. It would seem to make sense if someone who wanted to change to a peak train could simply pay the difference, rather than having to buy a wholly new ticket.

An efficient west coast main line is vital to the economy in my constituency. We have been well served by the existing operator in recent years, but it is vital to make certain that the new franchise will enable my constituents to continue to enjoy a good service and good facilities on the line.

Oral Answers to Questions

Caroline Spelman Excerpts

Thursday 28th April 2016 Commons Chamber

[Mr Goodwill]

We are determined to increase levels of walking—children walking to school and people walking as part of their everyday lives—and I know that many people understand the importance of walking not only to improving our transport infrastructure but to contributing to cleaner air in our cities.

[Mrs Caroline Spelman (Meriden) (Con)]

10. What steps are being taken to ensure that ticket offices at train stations are accessible to disabled people.

[The Parliamentary Under-Secretary of State for Transport (Claire Perry)]

As my right hon. Friend knows, rail travel in this country is booming. A vital part of that growth is ensuring that rail is accessible to all, including passengers with disabilities, at every stage of their journey. The statistics suggest that disabled people are using the railways in ever greater numbers. In fact, the number of disabled persons railcards in circulation has risen by 12% year on year—a growth rate that far outstrips that for passengers without disabilities.

[Mrs Spelman]

The concourse at Birmingham International train station in my constituency is to be improved to provide better access for the disabled, but will the Minister put pressure on the Chiltern line, where the carriages are much higher than the platforms? Would it not be possible to replicate what Transport for London does, at Westminster station, for example, by elevating a section of the platform?

[Claire Perry]

My right hon. Friend raises the valuable point that there has to be a joined-up approach—we need operators and Network Rail to work together. I will look at the issue she raises about the station, but she should be aware that any improvement works carried out at a station in the UK have to comply with UK disability standards.

Aircraft Noise

Caroline Spelman Excerpts

Wednesday 20th April 2016 Westminster Hall

[Mrs Caroline Spelman (Meriden) (Con)]

I am extremely grateful to you for allowing me to scrape in under the wire, Mr Howarth, and I am grateful to my hon. Friend the Member for Tonbridge and Malling (Tom Tugendhat) for securing this debate.

Birmingham airport is in my constituency. As the hon. Member for Strangford (Jim Shannon) said, it has one of the highest numbers of people affected by aircraft noise, as it is close to the conurbation. Its recent expansion and the lengthening of its runway brought aircraft lower and closer to the populations underneath it. Unfortunately, that coincided with the proposed national flightpath changes. The trials caused a significant increase in noise pollution for the community underneath. The fact that the aircraft could not fly the new routes accurately also caused confusion and dismay. The airport apologised for that, but the community suffered a breach of trust, and good will has been damaged.

The Civil Aviation Authority has now approved the airport’s preferred option, but three further mitigations are to be trialled: the angle of descent and ascent will be increased, and different types of aircraft will fly slightly different routes. I suspect that we have some more challenges ahead. The concentration of sound has increased the impact on certain households. The removal of manoeuvres to deflect sound away from communities was disappointing.

Looking ahead, I hope the Minister will recognise the blight that is caused by uncertainty about the proposals to expand airports. Birmingham once proposed a second runway, but has now extended its single runway. It now has the same capacity as Gatwick, but only one third of its passengers. I hope that will put paid to the threat of another runway being proposed in that densely populated location, and I hope the Minister will strongly oppose any suggestion of reopening a second runway proposal at Birmingham.

--- Later in debate ---

[Richard Burden]

My hon. Friend is right, and I will say a couple of words about the noise ombudsman, as it is sometimes referred to, in a little while.

The Government have commissioned Ipsos MORI research on public attitudes to aviation noise. If that is to inform the public debate, it needs to be published. My question to the Minister, again, is when it will be published.

I also want to ask the Minister about airspace redesign, a theme that has come up several times in the debate. Future approaches to the best use of airspace, bearing in mind changes and advances in technology, should inform issues of where to put new runways, and how they should be used. However, even without any airport expansion, the UK needs to modernise its outdated airspace management, in line with the EU single European sky programme. The benefits of doing that are obviously big, but the question is how we are to find a balance between dispersing routes between a number of corridors or concentrating on a number of routes. Either option has pros and cons for communities, and those that are negatively affected must be fairly compensated. However, whatever is done, a decision must be made. We have seen that trust can drain away when trials come out and people do not know what is going on. NATS, the Civil Aviation Authority, airports and communities need clear signals as to what will happen about airspace operations.

[Mrs Spelman]

The hon. Gentleman is a fellow Birmingham-based MP. Does he acknowledge that there was no compensation for people following the airspace changes—nor, indeed, following the runway extension?

[Richard Burden]

The right hon. Lady makes a valid point. The point I am making is that going forward we need a more comprehensive approach to such things. In appearances before the Transport Committee in February the Secretary of State and Department for Transport officials promised to publish a consultation on future airspace “soon”. What they would not say was whether the delay—and possibly further delays—in looking at expansion would lead to further delay in looking at airspace management. How soon is soon? What timetable is the Minister working on?

Whatever the Minister’s answers to the other questions that I have put to him both today and in writing, I must put it to him and the Government that delays, and the fact that there are difficult questions ahead, should not mean there is nothing we can do now. My hon. Friend the Member for Hammersmith made the point correctly that an independent aviation noise authority could be established now, to act as an impartial mediator between airports and communities and help to restore trust and deliver the future of airspace operation. Nothing more is needed before that can be done. Sir Howard Davies and the Environmental Audit Committee endorsed the idea, and if the Minister endorsed it today it would certainly have the Opposition’s full backing, so let us get on with it. Will he do that?

Making use of existing capacity would also alleviate pressure on airspace. A key to utilising capacity is improving road and rail access to different international gateways in the UK. It is the Airport Operators Association’s top priority for 2016 and would bring about environmental and noise improvements around airports. Will the Minister back our calls for the National Infrastructure Commission to look at surface access to the UK’s international gateways?

Finally, I want to put it to the Minister that it is important to work with industry on the issue of noise. The Sustainable Aviation group has produced an aviation noise road map showing how aviation can manage noise from aircraft operations between now and 2050. It emphasises the importance of improving airspace structures and operational procedures, but also points out, importantly, that a key is future aircraft and engine technology. The noise road map shows that, unless that new technology comes on stream and is used, noise output could double, even without expansion, in the coming years. What are the Government doing to encourage innovation, as well as the take-up of lighter, smaller aircraft such as the Boeing 787 and A350? Retrofitting noise-reducing devices to older fleets is also critical, and I think that the hon. Member for Tonbridge and Malling mentioned that. How are the Government promoting that? Does the Minister know what proportion of aircraft at each UK airport have not yet had such devices installed? If he does not know, when will he find out, and what will he do to put such measures in place?

I look forward to the Minister addressing those points. Vital questions have been raised today. At some point down the line the decision on expansion will come. It would be very useful to know when, but, irrespective of that, when will decisions be made on the various questions that I and other hon. Members have raised today?

M6 Toll Road

Caroline Spelman Excerpts

Tuesday 19th April 2016 Westminster Hall

[Andrew Jones]

I entirely agree with my hon. Friend. He makes a good point, and he has made an important case today. He highlighted the cost to the west midlands economy of the terrible incident on 4 February, but what he said was also part of a wider case about how road investment opens up local economic development. My hon. Friend the Member for Aldridge-Brownhills (Wendy Morton) cited the social impact of the incident on 4 February. The two aspects of the matter are aligned. Our road network is not just an economic tool; it is how our society travels—how people reach schools, workplaces and hospital appointments, and go to see family and friends. If we have a failure in our road network we see that in all aspects of our lives.

What happened on 4 February was a terrible incident for the west midlands, and it is important to debate it. It may be helpful if I give a little information about it. On that day, the M6 between junctions 5 and 6 was closed for 24 hours following a serious traffic accident, which sadly involved a fatality. As my hon. Friend knows, the Secretary of State and I are keen to explore whether more can be done to prevent such a degree of impact on road users and business in future. The recent event highlighted our expectation that our road network should be reliable and resilient. The issue is not only what alternatives there are should parts of the network be unavailable, but how quickly and effectively key organisations are able to respond to the circumstances. I think that the incident on 4 February showed that we have to review that, and work to improve the situation.

I shall explain the incident in more detail. The M6 northbound between junctions 5 and 6 was closed from 1.50 am on Thursday 4 February 2016 until 1.45 am on Friday 5 February owing to a collision involving two heavy goods vehicles and a car. As I mentioned, very sadly that resulted in one fatality. Extensive incident investigation work was carried out by the central motorway police group before Highways England could fully assess the damage to the carriageway. Once Highways England had access to the road it became evident that all four lanes of the carriageway—a section about 200 metres in length—required resurfacing repair work as a result of the large volume of diesel that had spilt on to the carriageway causing widespread damage to the road surface. The closure of that section of road resulted in inevitable disruption for road users and communities. My hon. Friends the Members for Solihull and for Aldridge-Brownhills discussed the impact in their constituencies, and many other areas were affected. In fact I was caught up in the traffic jams myself, and so was the Secretary of State. There was a big impact across the west midlands.

As hon. Members would expect, Highways England has diversion routes agreed with relevant local authorities to mitigate the impact of incidents on the road network. As my hon. Friend the Member for Solihull is aware, there is an agreement in place with Midland Expressway Ltd to make use of the M6 toll road in cases where there is an extreme event over and above that associated with a serious road traffic collision. The agreement is known as Operation Freeway and it enables tolls to be suspended for an agreed period of time—24 hours. As the M6 toll road is a commercial operation, suspension brings with it a fee of £300,000 excluding VAT per day, which is a significant cost. The arrangement is a little clumsy—it has never been used, despite the fact that the agreement has been in place a long time.

Highways England has criteria for deciding whether to activate Operation Freeway. The deciding factor is whether the road is likely to have to be closed for a number of days, rather than hours. After the event on 4 February, Highways England took the decision not to suspend the toll because the incident did not meet the criteria for activation: it was not seen to be an extreme event impacting the carriageway over and above what is associated with a serious road traffic collision.

I know my hon. Friend has his own ideas about how the west midlands could make better use of the M6 toll road, not only when there has been an incident but at times of heavy congestion. We all know that there are many periods when the M6 and M5 suffer from heavy congestion. I also note my hon. Friend’s concerns about the most appropriate way in which to take the decision whether to implement Operation Freeway. He has made important suggestions today, and we are due to meet—I think our meeting is only a few weeks away—to discuss that very issue. Of course there are a whole range of issues which we need to consider, including cost, policy and value for money. I look forward to the meeting, and it is clearly appropriate to review everything, in the light of the serious incident that occurred.

It may be helpful if I now talk about how local areas can shape the decisions that are made about them. If there is desire locally for specific schemes or improvements through local authority groups such as the West Midlands Combined Authority, there is a process to put forward ideas as part of the development of the second road investment strategy. As my hon. Friend knows, the Government agreed a devolution deal with the WMCA in November, in anticipation of its transition to a formal combined authority. The deal sets out the terms of a proposed agreement between the West Midlands Combined Authority shadow board and the Government to move forward with a radical devolution of funding, powers and responsibilities. In particular, it sets out the expectation that the Government and the WMCA will work together through the development of the second road investment strategy to examine options for the most effective way to facilitate the movement of goods and people, and manage congestion in the region on the strategic road network.

At this year’s Budget we launched the process for the second road investment strategy. Over the next couple of years, we will seek input from stakeholders on what the Government should fund during the period 2020 to 2025. We are one year into the first road investment strategy, as my hon. Friend knows. It is on budget and on schedule and has proved to be a success so far. As we develop and build on that, we have a secure stream of funding through road hypothecation—the reforms to vehicle excise duty—so we have visibility for many years ahead on road investment budgets.

As we develop the content of RIS 2, I want to ensure that we are able to take input from a much broader range of people. The core work preparing that will be the route strategies prepared by Highways England; they will be the basis for that work. However, I want people to be able to contribute on a local basis—certainly colleagues here or local authorities, combined authorities or local enterprise partnerships.

We should view our road investment strategy as a key facilitator of our longer-term economic growth, so over the next couple of years I want to ensure that we receive input from as many stakeholders as possible on what that scheme will look like. Of course, we already have significant commitments to the strategic road network in the west midlands in the current road investment strategy, which runs until 2020 and is indeed an investment. It is a step change for our country: this is the first time we have had a statutory road investment strategy. It commits £15 billion of funding for strategic roads. That is on a national basis, but £3 billion of that spending is within the midlands. It includes key investments such as rolling out smart motorways—smart motorways have increased capacity by bringing in all-lane running, either full time or part time—and upgrading key junctions such as the M6 junction 10 and the M42 junction 6.

[Mrs Caroline Spelman (Meriden) (Con)]

I apologise for my late arrival. I have just spoken to my local council leader about junction 6 of the M42, which needs to be redesigned. Would my hon. Friend the Minister ensure that Highways England takes account of the master plans of the local authority; the local plan, which is for a garden city at that location; the fact that the interchange station for High Speed 2 is to be built at that location; and the fact that the airport has its own separate master plan? We have concerns about the lack of joined-up thinking in the redesign of that junction, which is failing to take account of other planning proposals.

[Andrew Jones]

My right hon. Friend has clearly had a most timely meeting with her local council leader and makes a really important point. I am very happy to give a commitment and ensure that Highways England discusses the proposals with the bodies that she has just mentioned. I will raise that with Highways England personally, so that commitment is very easily provided.

I have met council leaders in the area. They came down to express their concerns about the incident on 4 February and to ask for my support in terms of what can be done to bring people together to find solutions. I have talked to them about how collaboration or communication on a local basis needs to improve, but they are building on some success, and the points that my hon. Friend the Member for Solihull made on the importance of local decisions and local capacity for decision making is building are completely true. I have also met the police and crime commissioner about that incident.

We are at the beginning of a process. We recognise that there has been under-investment in the road network across our country for years. We are addressing that with the first road investment strategy. We are building on that work with the second road investment strategy. I want as much local input as possible so that we can provide schemes that make a difference on a local basis. The incident on 4 February was not just a personal tragedy for the family who lost a loved one; it also highlighted the lack of resilience and capacity in the network around Birmingham and the fact that we have to think about all elements of that capacity, including the M6 toll road, as we plan both for resilience and for extra growth. I am happy to have such conversations, which have already begun, but we need to build on them. I am happy to work with everyone locally to make that happen.

I conclude by congratulating my hon. Friend the Member for Solihull on securing this debate. Ensuring that we are making the best use of our network is an important issue that is worthy of debate, and he has my support on proceeding with the local issue. The Department and Highways England are investigating whether improvements can be made to respond better to incidents such as the one on the M6 on 4 February.

[Mrs Spelman]

There is a real appetite locally for the Minister to visit the area to see how the loaded M42 and M6 easily snarl and how that relates to other transport infrastructure. He is the roads Minister, but the midlands motorway crossroad combines with Birmingham airport, the west coast main line, the M6 and the A45. We would be grateful if he paid a visit so that we can show him the situation first hand.

[Andrew Jones]

That is another commitment that I am happy to give. I would be delighted to visit the area to see the situation for myself. Seeing an area first hand helps to bring the issue home. I am familiar with the area—having been caught up in a traffic jam for many hours on 4 and 5 February, I saw even more of it than I normally might. I am happy to make that commitment and to work with colleagues, both here and locally, to improve the situation.

This is an important issue for the west midlands, and the serious incident highlighted the lack of resilience and capacity. We need to work together, with continued dialogue, to improve the situation for the future.

Question put and agreed to.

High Speed Rail (London – West Midlands) Bill

Caroline Spelman Excerpts

Wednesday 23rd March 2016 Commons Chamber

[Andy McDonald]

If my hon. Friend would not mind, I am conscious of my time drifting away.

The Chairman continued:

“We expect HS2 Ltd to prioritise its response to Ian Bynoe’s forthcoming recommendations on communication and engagement and on complaint handling. This is a matter of primary importance for HS2 Ltd, and must be treated as such.”

I trust that the Minister will take on board the criticisms of the Committee and make sure that any necessary cultural and other changes are made so that there is no such repetition. I urge him further to consider, even at this late stage, accepting our representations in the context of this new clause.

The new clause also provides that when the Secretary of State sets out the Government’s periodic railway investment plans, in what we have come to term “control periods”, he or she should set out the costs of and funding for the anticipated works in the planning period before the works start and during the control period in which the works will fall.

Yes, previous infrastructure projects have had similar assurances woven into them and they have been observed, but this is such a huge infrastructural undertaking, the likes of which has never been done before in such a manner, on such a scale or over such a lengthy period of time. We believe that the people of Camden need to have more than just the assurances that have been given. On this occasion, we believe that we have to take the extra step of working those assurances directly into the Bill.

The Minister will not need me to remind him that throughout the Public Bill Committee Labour tabled a number of amendments and new clauses that pressed the Government to justify the inclusion of wide-ranging blanket powers granted to the Secretary of State for the purposes of the construction and operation of HS2. Each time the Minister responded by resisting our attempt to curtail the scope of the Secretary of State’s powers on the basis that the Government was taking a “belt and braces” approach so as to be absolutely sure. I am now therefore asking for the loan of his belt and braces— not to protect my dignity, but to protect the people of Camden.

I do not intend to impugn the sincerity of HS2 Ltd or of the Minister, and he knows that. In the light of the comments from the Public Administration and Constitutional Affairs Committee and the special set of circumstances that apply, we firmly believe that these provisions need to be enshrined in statute. I shall test the will of the House on new clause 22 by putting it to the vote.

[Mrs Caroline Spelman (Meriden) (Con)]

I have tabled some fresh amendments that are designed to help colleagues whose constituencies are along the line of route. In particular I shall highlight the important issue of the adjudicator, and I shall support my right hon. Friend the Member for Chesham and Amersham (Mrs Gillan) on new clause 7. I want to impress on the Government that when I was Secretary of State for Environment, Food and Rural Affairs and published the “Natural Environment” White Paper, it was made clear that the objective was for a net positive outcome from offsetting. That is more ambitious than no net loss, and it can be achieved by, for example, combining offsets and regenerating degraded land such as the Tame river valley on the east of Birmingham, where the spur to Birmingham station will be built.

Points of Order

Caroline Spelman Excerpts

Wednesday 23rd March 2016 Commons Chamber

[Mr Speaker]

First, let me acknowledge and pay tribute to the extremely unselfish and conscientious work that the hon. Gentleman and others did on the Committee, under the distinguished and stoical chairmanship of the hon. Member for Poole (Mr Syms). Secondly, I would say to the hon. Gentleman that if the Government Chief Whip was here, he would have heard the hon. Gentleman’s point of order, but he is not, so he has not. That said, I feel sure that the thrust of it will be conveyed to the Chief Whip ere long.

[Mrs Caroline Spelman (Meriden) (Con)]

rose—

[Mr Speaker]

Of course I will come to the right hon. Lady, and will treat her with the very greatest respect.

As Members know, and as others attending to our proceedings need to be aware, these are not matters for the Chair. Members are ventilating their very real sense of grievance and unhappiness, but these are matters for the business managers to determine. They make their own judgments. People operate—if I can put it in this way—at their own level in regard to what they judge to be the proper treatment of business and of the thoughts on these matters of Members, including minorities of Members. Those are not judgments that I can second-guess. We all have our own views, but I think that I should properly leave it there.

[Mrs Spelman]

On a point of order, Mr Speaker. You will know that I, too, rarely make a point of order in the House.

I am grateful to you, Mr Speaker, for understanding the frustration that we feel, as Members representing the affected constituencies. The fact is that, given that roughly 50 amendments have been tabled, if we were to put our amendments to the vote in the time available—one hour for the first group and two hours for the second—there would be no time for us even to discuss them.

A great deal of work, and a great deal of excellent assistance from the Clerks, has gone into creating amendments that I believe would ameliorate the consequences of the Bill. Will you use your good offices, Mr Speaker? When you speak to the Lord Speaker, will you draw her attention to the fact that, although amendments were tabled, we had very little opportunity to debate them and press them to a vote?

High Speed Rail (London – West Midlands) Bill: Instruction (No. 3)

Caroline Spelman Excerpts

Tuesday 23rd June 2015 Commons Chamber

[Mr Goodwill]

In most cases, there will be support for these changes. Indeed, as I have already said, many of the changes are at the request of the landowners who are, in many cases, the only people who are affected. In future, it may be necessary to come up with more additional provisions, and we certainly have that option.

[Mrs Caroline Spelman (Meriden) (Con)]

Does my hon. Friend accept that, from the moment of the publication of a document showing the new changes in the site, blight afflicts the properties that are close to the areas affected by these amendments? As a Member of Parliament, I received this document only this morning. My parish council was already aware of the changes. It is an interested party in these changes, but not the landowner.

[Mr Goodwill]

That document has been provided for the convenience of the House to help with today’s process. The definitive document will be published on 13 July, and that will be the document on which any submissions on the petitioning process can be made. In addition, a supplementary environmental statement will also be deposited. That describes any new or different significant environmental effects that may arise, informed by new survey data that have become available since the deposit of the Bill, as HS2 Ltd has now been granted access to more land. As I have said, those deposits are all planned for 13 July. These documents will supersede the explanatory note made available in advance to MPs and published online last week.

I would like to make Members aware of two minor errors in the document. A change described on page 68 in Berkswell in the constituency of Meriden, while being correctly described and having the correct map, had the wrong plan. One other change relating to a footpath had the correct information provided, but did not clearly highlight the full extent of the footpath that will be amended on page 70. The documents to be deposited on 13 July will contain the full information.

As required by Standing Orders, notices in national and local newspapers will be published immediately after deposit, alerting the public to these changes and the opportunity to feed into the process by petitioning or responding to the consultation, as appropriate. In addition, HS2 Ltd will be writing to those near the proposed changes to highlight the consultation. Once the notices have appeared, a public consultation on the environmental statement lasting 42 days, in accordance with Standing Orders, will commence. This is planned to run from Friday 17 July to Friday 28 August. As with the main environmental statement consultation at the time of Bill deposit, the responses to the consultation will be analysed by Parliament’s independent assessor and the assessor’s report will be tabled in the House ahead of Third Reading.

--- Later in debate ---

[Mrs Caroline Spelman (Meriden) (Con)]

I know a lot of other Members want to get in, so I shall focus on some of the changes that the motion before us will facilitate.

My main concern is with the additional provisions as they affect the approach to Birmingham International railway station, the new interchange station. Hon. Members will appreciate that its location is very important in terms of the orientation of the route, and one proposed change, on page 108 of the report, would appear to change the road infrastructure on the approach to the station. The road in question is Diddington Lane, and the document refers to the changes that the “Landowner/Petitioner request”. But my difficulty, a common problem that all Members will have, is that there is more than one petitioner on some of these things. As I said in an earlier intervention, at that location there are differences of opinion. The lane has along its length an Island Project school for children with severe learning difficulties, for whom relocation remains unresolved.

I just cannot tell from the map, frankly, what the new route is, and that makes it very difficult for me to know how the change to the road network is going to affect various people in my constituency. At that point the line severs a number of landowners’ holdings, to the point where some farms might no longer be viable, so I impress upon the Minister how important it is that Members of Parliament have a better quality map than the one provided, because I cannot understand the one I am looking at.

There are some other provisions that affect my constituency. The Minister said that between pages 68 and 70 a correction is required to the map, but as far as I can tell from the original document, five existing landowners will be affected at that site. If he could let me have the corrected version as soon as possible, I would be very grateful.

At page 104, the additional provisions describing the additional land for the Kenilworth Greenway, in order to improve the HS2 design, have come at the request of the petitioners. A design change was sought, but at that very location there are considerable difficulties with the visual intrusion of High Speed 2 on a flyover, 40 feet in the air, through the village of Balsall Common. HS2’s own promotional literature describes properties in one lane in particular, Truggist Lane, as blighted, yet I have constituents on that lane who have so far been unable to secure compensation for those properties. I am anxious to know how the change on page 104 might affect residents close by.

Page 105 describes additional land required for road infrastructure at the Park Lane/A452 interchange affecting one existing landowner, but I have a constituent with an unsettled compensation claim and am anxious to know how the proposed change will affect that claim, as I cannot divine that from the document.

Although I am glad that there is a period of consultation for my constituents, as well as additional time for consultation and for petitioning the Select Committee, some of the additional proposals blight further properties, perhaps inevitably.

May I finish by recording my thanks to the Select Committee, whose members have done a Herculean job? They will certainly be familiar with all the locations to which I have referred, and the way in which they have been willing to serve across the old Parliament and into the new shows one of the best attributes that Parliament has to offer our constituents, who need people to stand up and represent them, listen to them and, where possible, to mitigate the impact of the line.

High Speed 2

Caroline Spelman Excerpts

Wednesday 25th March 2015 Westminster Hall

[Mrs Gillan]

That is absolutely correct. There is no direct connection to the channel tunnel, and people, particularly up in the north, have been sold a pup; they were told that they could get to Brussels or the continent much more easily, but that is not going to happen. Also, until we know the outcome of the Davies commission on airports, no connection to any future hub airport in the south-east will exist, and even the Heathrow link or spur has been cancelled. That might gladden the heart of my right hon. and learned Friend the Member for Beaconsfield (Mr Grieve), for whom I have a great deal of sympathy, but the fact is that the project is being developed in isolation.

[Mrs Caroline Spelman (Meriden) (Con)]

Does my right hon. Friend understand the disappointment at not having the regional high-speed trains through to the continent that were promised for Birmingham airport in my constituency? The concept was presented of clearing customs at Birmingham and being able to travel through to the continent, which is now not a possibility.

[Mrs Gillan]

I know. So many people have been marched up the garden path and marched down again. It is appalling that such deception could have gone on for so long and then gradually fallen away, yet the project still survives as currently envisaged. HS2 has been developed in isolation, with no reference to any strategic and integrated transport plan for future passenger and freight transport across all modes of transport. That is confirmed in the House of Lords report released today.

To derive many of HS2’s claimed benefits, large investments will have to be made even to connect it to the cities that it is supposed to serve. As you well know, Mr Betts, that is the case in Sheffield. The capacity problems that it is supposed to cure have been challenged repeatedly, with Government insisting that we are already full to capacity on the west coast main line, despite their own figures showing differently. I refer to page 46 of “The Economics of High Speed 2”, the report released today, which shows that quite clearly.

--- Later in debate ---

[Mrs Caroline Spelman (Meriden) (Con)]

My constituency has both the pain and the gain, having the first station outside London as the proposals stand.

I request again that the Minister look at a tunnel on the approach to the interchange station at Birmingham International airport. At present, a flyover will be needed over the west coast main line at the height of the tree line, which would be visually very intrusive in the village of Balsall Common. If a tunnel could be constructed under the existing airport terminus, there would be no need for an overhead railway, which would add significantly to the journey time of those coming from London to take an aircraft from the airport. A tunnel would leave the surface free of the rigidity of the railway tracks and, importantly, preserve some of the precious green belt around the villages in the Meriden gap.

Compensation for the construction works is important. Judging by the environmental statement, we shall be a building site for the next five years, but there is no compensation scheme for the construction works. The scheme relates to the tracks, but many of my constituents will be severely affected by the construction works, as will country lanes around villages in the area, including Diddington lane and Kelsey lane. Currently, however, there is no help with that.

Hon. Members who have used the M40 will know that junction 6 is a nightmare because of the combination of the airport, the national exhibition centre and the west coast main line. Just making some improvements to the junction will not be enough when we have a high-speed rail interchange. A two-junction solution is required. I urge the Minister to reject proposals for a motorway service area south of junction 6 to go ahead before the development of High Speed 2. If an interchange station is built north of the junction, it is obvious that the motorway service area should be incorporated there.

I could not deal with this subject without touching on the opportunity to do really good biodiversity offsetting. It is not good enough to plant a few trees along the track. As the Country Land and Business Association says, that is a poor solution for some of the best and most valued farmland. I recommend that the Minister look at the proposal from Birmingham university and Arup to significantly regenerate the Tame river valley in east Birmingham and the Blythe and Cole valleys in my constituency, in line with the Government’s natural environment White Paper and using the national ecosystem assessment and the work of the Natural Capital Committee. Then, at least, we would have a lasting legacy at landscape scale, which we would be able to tell our constituents was providing proper protection for the environment.

[Mrs Gillan]

I particularly wanted to commend the Chairman of the Environmental Audit Committee, the hon. Member for Stoke-on-Trent North (Joan Walley), who is leaving the House. She travelled to Brussels with me the other day to visit the environment directorate-general to look at what more we could do to protect the environment. I do not know whether my right hon. Friend would venture an opinion at this stage, but I think it is important that we look at perhaps declaring the Chilterns a Natura 2000 site.

[Mrs Spelman]

I also commend the work of the Chairman of the Environmental Audit Committee, as well as the Committee’s work in highlighting the weaknesses in the environmental compensation and in the analysis of HS2’s environmental impact. That has highlighted the opportunity we have to do things such as create Natura 2000 sites in some of the worst-affected places. We can never replace ancient woodland—that is a given—but we can calculate the value of our natural capital and do something sufficiently ambitious to compensate for its loss, even if the regeneration and restoration take some time.

I would like to finish by commending the work of the parish councils and residents’ associations in my constituency on the action they have taken to highlight the project’s impact on them—as I said, we have the pain and the gain. I also commend the work of Solihull council in drawing the Government’s attention to the need to rework the cost-benefit analysis of the tunnel from Berkswell to Birmingham International airport so that it takes full account of what could be achieved not only to benefit the environment and the community but to improve transport access and, therefore, to achieve a better outcome.