High Speed Rail (Preparation) Bill

Cheryl Gillan Excerpts

Wednesday 26th June 2013 Commons Chamber

[The Secretary of State for Transport (Mr Patrick McLoughlin)]

I beg to move, That the Bill be now read a Second time.

Today, my right hon. Friend the Chancellor of the Exchequer has set out far-reaching plans to provide the infrastructure that we need to compete in the global race. We need better roads, better airports, better ports, and better rail links too—an ambitious programme for all parts of our country, with HS2 an important part of that. A growing economy, a growing population and growing demand for transport, which have seen rail travel double in a decade, mean that we must act. HS2 will be the first new main rail line north of London for 120 years, linking at least eight of our 10 largest cities, and improving services for Scotland too. I am pleased that HS2 enjoys the broad backing of all the main parties in the House. I want to make three points.

[Mrs Cheryl Gillan (Chesham and Amersham) (Con)]

The Secretary of State has just said that the proposed High Speed Rail (Preparation) Bill paves the way for links to Scotland, so will he explain why clause 1(2)(a) does not make any mention of Scotland or proposals to connect HS2 to Scotland?

[Mr McLoughlin]

I shall come on to explain, if I may make a bit of progress, the way in which we shall link up to Scotland, and why the Bill covers the area. The Bill provides that important opportunity, and I shall come to that in a short while.

As I was saying, I want to make three points: first, the reason why a new high-speed line is right; secondly, the purpose of the Bill; and thirdly, the work that we are doing to manage the costs of the scheme. Why is HS2 necessary? The answer is not only speed, although HS2 will take an hour off journeys between London and Manchester, and between Birmingham and Leeds, and it will bring two thirds of people in the north of England within two hours of London.

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[Mr McLoughlin]

Indeed, but it would be very difficult to get to, and it would not have benefited from the improvements we have seen there.

I think that the answer starts with a simple point: without HS2, the key rail and road routes connecting London to the midlands and the north will soon be overwhelmed. Even on moderate forecasts, the west coast main line, the nation’s key rail corridor, will be full by the mid-2020s, a point made earlier by my hon. Friend the Member for Shrewsbury and Atcham (Daniel Kawczynski), who wants more services from Shrewsbury to Blackpool. Having served as a Transport Minister in 1989, I know that the fundamental change that has taken place since then is that the pressure on a Transport Secretary now is often to find more services for the rail industry and more rail connections across the country—I was just talking about the west coast main line—and that is despite £9 billion of improvements north of Rugby in recent years. That means investing in the current infrastructure and trying to improve it. There are still problems south of Rugby, which is why Virgin has suffered problems in meeting some of the criteria it regards as important in providing the right kind of service.

[Mrs Gillan]

Has the Secretary of State had an opportunity to look at the financial results released by Virgin Trains this morning? They indicate that profits are down by 40.5% but revenue is up by 2.8%, which is roughly the same rate as the fare increases, so the passenger increase must be very small. It says that it has now increased capacity by 40%, and this month it started a major advertising campaign to attract passengers. Does that sound like a railway line that is full to capacity?

[Mr McLoughlin]

No, it sounds like a railway that is providing the services that all colleagues want to see. As I pointed out a few moments ago, in certain areas hon. Friends are pressing for further services that cannot be provided because Network Rail says there is no availability on the existing highways.

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[Maria Eagle]

The hon. Gentleman is speaking in hope rather than expectation. I know his own personal concern about the scheme and I understand his point, but I can be clear with the House that Labour supports getting on with building this north-south line.

[Mrs Gillan]

I am grateful to the hon. Lady for giving way. I am also grateful to her and the Secretary of State for being so understanding about the problems the scheme will cause to my constituents and my constituency. Does she agree that, in spending in excess of £50 billion minimum on such a scheme, one would expect it to connect effectively to HS1 and Heathrow? Is it not right to say that going ahead with this project and looking at the phase 1 route at this stage before Sir Howard Davies’s review into airport capacity is putting the cart before the horse?

[Maria Eagle]

It is fair to say that there are concerns about connectivity and what is happening at the southern end, but it is also fair to say that the Government of the day must decide. It is reasonable for the Opposition to raise issues, but, with projects over multiple Parliaments, we must accept, as an Opposition, that we are not quite as well resourced as the Government of the day to come up with well-thought-through alternatives. The Government of the day have to make the decisions, but it is fair enough for opponents and supporters of the scheme to raise issues, recognising that, if the project is ever to be delivered, the Government of the day must decide on the way forward.

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[Maria Eagle]

I would undoubtedly trust my right hon. Friend—there is absolutely no doubt about that. The points made by both the hon. Member for The Cotswolds (Geoffrey Clifton-Brown) and my right hon. Friend illustrate the concern and controversy that remain about this issue. I believe that a solution should be devised that can minimise the impact on communities in Camden while ensuring that we do not miss a perfect opportunity to redevelop Euston in the right way for the long term. I believe that the Government should keep looking at that.

[Mrs Gillan]

I am really grateful to the hon. Lady for giving way, because our speeches are being restricted to only six minutes in the main debate, so it will be hard to say everything that has built up over four years in those six minutes. From what she is saying, am I right to understand that her party might look at a different route for HS2, as the very point she is making about connectivity to HS1 and to Heathrow leans towards another route that was originally in the set of proposals—one that was not chosen by this Government?

[Maria Eagle]

I do not think it fair to assume that if I had the Secretary of State’s role after the next general election, I would tear everything up. I have made it clear that when there are projects that run across Parliaments, it is important to co-operate and to understand that decisions have to be made. We will, however, have to see where we are by the time we get to the next election. I would certainly want to take every opportunity to make sure that the nation gets the best possible outcome from the money spent. As I say, we shall have to see where we are at that time. I am not interested in delaying going forward with what I believe to be a tremendously important scheme.

The Government must also be clear, following the successful judicial review, about how they intend to change the compensation scheme for households affected by the building of the line. The judge found that the consultation process was unfair, that not enough information had been provided and that the criteria for compensation options were not adequately explained. This failure has caused unnecessary added stress to those affected by the scheme, during what is obviously a very difficult time for them and their families.

It is simply not possible to take forward a project of national importance on this scale without causing a significant impact on some communities and on some people’s lives, but the obligation on all of us is to do what we can to mitigate that impact and to act fairly in terms of compensating people for the loss of property and value that they suffer. Ministers must now act quickly to bring forward a new, fair scheme and ensure that it is communicated clearly and transparently.

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[Mrs Cheryl Gillan (Chesham and Amersham) (Con)]

I beg to move an amendment:

That this House declines to give a second reading to a Bill which authorises preparatory expenditure on a railway without specifying further detail of the route and a limit on expenditure.

Let me begin by paying tribute to all the constituents and volunteers who have worked tirelessly to protect our interests in the Chilterns. HS2 Action Alliance, 51m, Stop HS2, our Conservative councillors and all the conservation groups have worked very hard and deserve all our thanks and congratulations.

There is no doubt that if HS2 goes ahead, Chesham and Amersham and the Chilterns will be badly affected. Indeed, I think that my constituents will be paying twice: once through their taxes, and once through the disruption and blight that they are suffering.

We have heard that this project was dreamt up under the last Labour Government, and I am glad that the shadow Secretary of State took responsibility for it. The mistake we made was adopting it without asking the proper questions, and now, after three Secretaries of State in as many years, we have a £50 billion project—so we heard today—not connected to any airport or other transport system such as HS1, and divided into two phases with no guarantee that the northern route will be built even in my lifetime.

[Graham Stringer]

The right hon. Lady is an excellent constituency MP and the route north of Birmingham includes Manchester airport, so, as she was once a candidate who aspired to represent Manchester, does she think she would have a different position on this matter now if she had won that election?

[Mrs Gillan]

Ah, but fortunately I was elected to represent Chesham and Amersham, so I do not have to answer that hypothetical question.

This project is also almost 30 years out of date. Thirty years ago I might have been supporting it, but people are now looking to save costs in business by using teleconferencing and superfast broadband, and they are trying to reduce the amount of travelling their employees do. If we are in a global race, I would be much happier if we were in fact connecting effectively to Heathrow and HS1, because at the moment we do not even seem to be able to repair our existing roads and railways, and we cannot use the M25 without being stuck in a traffic jam. Surely we should be looking at our infrastructure and maximising its potential before building a bright, new, shiny railway?

Last week the New Economics Foundation did an excellent piece of work: it published a report examining a variety of projects across the country that could be procured for the same sum of £33 billion. They included some very valuable improvements for northern cities, active transport systems and much more superfast fibre-optic broadband, which we need to deliver competitiveness for this country.

I may have been a nimby—when I started off, I was a nimby—but I have studied this project and I am convinced that it is the wrong project. I am not alone in questioning HS2. We have heard what the National Audit Office has said. Its report was damning. It highlighted that the Department had failed to outline clear strategic objectives, had made errors in calculating the cost-benefit ratio and is not sufficiently engaged with stakeholders, and it casts serious doubt over the capability of HS2 Ltd even to deliver this programme alongside the other demands on the Department.

The judicial review has resulted in a judgment that was shaming for the Department, finding that its consultation on compensation was so unfair as to be unlawful. The Major Projects Authority’s report—which the Government continue to refuse to publish in detail, even though the Information Commissioner says it is in the public interest for them to do so—indicates that this project is in the red/amber category, denoting a very high risk of its failing to be delivered on time or on budget.

[Mr Binley]

Will my right hon. Friend give way?

[Mrs Gillan]

Yes, as I think I get extra time if I do.

[Mr Binley]

Does my right hon. Friend acknowledge that while the NAO report did, indeed, make those criticisms, it also said that at the end of the day there would be a return of 2.5:1 on this project, and does she not recognise the importance of that to the well-being of future generations?

[Mrs Gillan]

That is a nice try, but the cost of this project is going up minute-by-minute, so I doubt that that ratio is accurate even as I stand here today.

I also have to say that the Department and HS2 Ltd have already failed on other bases: engineering calculations have been wrong, and the costs of alterations to Euston were inaccurate. That, along with public failures such as the west coast main line franchise debacle, must prompt this question: do the Department or HS2 have the leadership capability or competence to deliver the largest infrastructure project in the UK in living memory?

If the project gets the green light, however—as I fear it will, judging by the number of Members present—I want to make two particular points to my right hon. Friend the Secretary of State. On the current consultation—I use that term loosely—by HS2 Ltd on the draft environmental statement, whatever the failings of the process, at the moment one thing is clear: the area of outstanding natural beauty, which belongs to everybody in this country, is going to be irreversibly damaged. My first request to the Secretary of State is that if this project does go ahead, can we have the best possible mitigation in the Chilterns in order to protect our precious, and highly endangered, environment to the utmost level? A fully bored tunnel under the whole of the AONB would offer that protection, and I urge the Secretary of State to adopt that option.

My second request has I think been answered partly, because my right hon. Friend the Secretary of State accepted in his opening speech that he will look more seriously at, and perhaps even deliver, the property bond. The compensation scheme has been totally inadequate to date, and the engagement of officials and Ministers often the dialogue of the deaf, frankly. The Bill does not include specific undertakings on compensation that would fulfil the Prime Minister’s assurance to me that it would be timely and generous to those people adversely affected. So I hope that my right hon. Friend the Secretary of State will look at the property bond put forward by my constituent Hilary Wharf who is to be commended for her work in this area, and that the compensation system introduced is rapid, fair and does not make my constituents feel that the Government are wriggling to avoid paying them a proper price for their properties.

As you know, Mr Speaker, there are several Members of Parliament whose constituencies are affected by HS2 who are unable to speak today, so I want to say a few words on behalf of my right hon. Friend the Member for Aylesbury (Mr Lidington), who has worked tirelessly to put forward the interests of his constituents. He asked me to point out today that places such as Wendover Dean and the Hawkslade and Walton Court areas of Aylesbury are among the worst affected of any along the phase 1 route. He also asked me to highlight the need for better mitigation—a request that fits in with my own request for a fully bored tunnel. I know that you, Mr Speaker, have regularly communicated your constituents’ overwhelming opposition to this project and, like me, have received thousands of letters and have similar experiences of the failure of the exceptional hardship fund to offer adequate compensation to constituents. Likewise, my right hon. and learned Friend the Member for Beaconsfield (Mr Grieve) is very worried about the Denham viaduct and the Colne Valley site of special scientific interest.

Why do we need a paving Bill? There was no paving Bill for the channel tunnel rail link, Crossrail or the Olympics. We could continue to spend money as we have already, without this Bill. Once it is passed, as it undoubtedly will be, the Government can claim that HS2 is backed by the will of Parliament. Frankly, all colleagues should be concerned about proceeding with this project. The Bill is a blank cheque, handed over before Parliament is in full possession of the facts, and to a Department that is having a hard job convincing people that the project is fit for purpose. On that basis, and because this is the first time we have even had a vote on HS2, it is with a very heavy heart that I say I cannot support the Government. I hope that colleagues in the House today will support my reasoned amendment and vote against the Bill. At this stage, I have no intention of calling votes on any other part of the proceedings, but I will on the amendment and on Second Reading.

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[Frank Dobson (Holborn and St Pancras) (Lab)]

HS2 will unleash havoc on Euston, Primrose Hill and Camden Town in my constituency. It will demolish the homes of about 500 people and blight the homes of at least another 1,000. One local park will disappear for ever; another will be a building site for 10 years or more. The project will prevent the much-needed reconstruction of Euston station, which was intended to provide around 1,000 new flats for local people. It has already delayed plans to rebuild a local convent school. The link to HS1 will subject Primrose Hill and Camden Town to large-scale engineering works, mainly above ground level. Local shops and restaurants will be put out of business; quiet back streets are to become official routes for construction traffic. Yet the compensation and mitigation regime intended for our area is inferior to what has been promised outside London. That cannot be right.

When HS2 was given the go-ahead, we were told, first, that phase 1 would cost £17 billion; secondly, that it would be completed by 2026; and thirdly, that no one would suffer a significant loss. HS2 is backtracking on all three. For a start, as has been pointed out, £17 billion will not provide a working railway, because it does not include the cost of the trains, estimated to be £2 billion—it will be a train-free zone. Nor does it include the cost of the works at Euston needed to allow the already overcrowded tube and local roads to cope with additional passengers and traffic—that is probably another £2 billion. VAT at 20% will come to about £3 billion. The original estimate for HS2 also included £1.4 billion for a spur to Heathrow. The spur has been dropped, but it is not at all clear where the £1.4 billion has gone.

[Mrs Gillan]

Does the right hon. Gentleman agree that because we do not have the full environmental statement—we have only a draft—we do not know the full cost of any environmental mitigation that may be needed along the route?

[Frank Dobson]

The right hon. Lady is absolutely right. Recently, HS2 Ltd has been forced to confess that it underestimated the cost of the works at Euston by no less than 40%. We have been asked to write a blank cheque for people who underestimate costs by 40%. On top of that, HS2 Ltd admits that it has to rebuild or strengthen cuttings, embankments and bridges on the north London line and the main line. Originally, it denied that that would be necessary, so it did not provide for it in the initial costings. I remind Members that those costs have soared while HS2 is still at a desk-study stage. God knows what will happen when people get round to practical work on the site.

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[Mr Clive Betts (Sheffield South East) (Lab)]

I, too, will support the Bill. I supported the Y route before it was the policy of the last Government, let alone of the parties in this Government, and argued strongly for it. I also agree with the comments made in the excellent speech of my hon. Friend the Member for Blackley and Broughton (Graham Stringer), in which he recognised the importance of this scheme for our economy and the fact that over the years we have fallen behind our competitors in our investment in infrastructure.

This is an important long-term investment for the country. Of course, different cost-benefit analyses will say different things. The problem is that the scheme will take 20 years to build and then will—we hope—deliver benefits for the country for many years after that, and if we put minor changes of assumptions into any cost-benefit analysis we will come up with very different results. To some extent, this is an act of faith. Do we believe that investment in the infrastructure of this country over the long term is likely to be good for the economy? I do, and I believe that high-speed rail is part of that long-term investment.

For the same reasons, it will be important to the rebalancing of our economy by concentrating on the major growth points, which will be our city regions in the midlands and the north. As my hon. Friend the Member for Blackley and Broughton said, the impacts will be different in different parts of the country, but the greatest benefits will tend to be in the city regions. We need to ensure that we get those benefits.

I am therefore very pleased that Sheffield is on the route, and that there will be a station there. That has been welcomed by all parties in the city and by the public and private sectors. There is a difference of opinion on where the Sheffield station should be located. I understand the argument for having a loop into the city centre, but I equally accept that a station at Meadowhall in my constituency could have incredible benefits for the wider city region, provided the need for connectivity to the region is properly recognised. We do not want to hear the argument in the future that, because we have high-speed rail, we will get no further investment in our transport infrastructure, and that everything will be for local councils to decide.

Looking ahead to the tram-train project, we need to determine how to develop that means of transport. I am sure it will be a success, even though it has taken nearly 10 years to get this far. When it has been proved to be a success, we must immediately start planning how to use it as a way of linking the Sheffield city region into the station hub at Meadowhall. That would benefit the whole city region.

I also want to mention compensation. There are industries in my constituency that will be affected by the project, including Outokumpu, a major steel works. It is important, when we compensate such industries, that we recognise the time that they will need to prepare for the changes that high-speed rail will force them to make. It is also important to ensure that we give the compensation in a way that does not allow a firm to take the money and run, taking the jobs elsewhere.

The Government’s exceptional hardship scheme is a welcome step forward, in regard to compensating people for their homes. We need to recognise that there might be people who have to move house, for whatever reason, before the full compensation scheme comes into effect, as well as those who might want to move for family or other reasons.

[Mrs Gillan]

Does the hon. Gentleman appreciate that compensation has already been paid to some people, and that it can continue to be paid without this Bill? The problem is that the exceptional hardship scheme is proving difficult for people who meet the criteria but find that the compensation does not meet their circumstances because the value of their house has gone down so dramatically.

[Mr Betts]

I can understand that. I think that the right hon. Lady is making a wider point about the need to look at the whole compensation scheme, and I shall come to that in a second.

Property owners in my constituency have not yet had any experience of the exceptional hardship scheme, but I wonder whether it could be widened to include those who want to move and make the same choices for their families as anyone else could make, but who are unable to do so while the potential blight from the high-speed line is hanging over them.

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[Andrew Bridgen (North West Leicestershire) (Con)]

I draw the House’s attention to my previous declaration—that the proposed route of HS2 not only bisects my beautiful constituency, but runs within 100 yards of my home.

I came to this place to try to do the right things for my constituents and, indeed, my country. I seem to find that a large amount of my time and effort is spent trying to stop bad things happening, which my constituents often reassure me amounts to much the same end, but I can assure you, Madam Deputy Speaker, that it is nowhere near as satisfying. There are few projects that I have ever believed are such a bad thing not only for my constituents, but for the whole country, as HS2. If this goes ahead, my constituency will take all the pain for none of the gain.

What we are being asked to vote for today is the signing of a blank cheque for HS2 Ltd for a railway that is, in my opinion, a solution looking for a problem. This is a scheme with vast financial costs for the taxpayer and a high human cost for those unfortunate enough to live or to have their business on or near the proposed route. The financial costs were initially estimated by the Government this morning as £33 billion, but stand at over £42 billion this afternoon, with a further £7.5 billion for rolling stock. That is an enormous commitment at a time of austerity for a project that will not be ready until 2033 and is of questionable economic benefit.

How can we be certain that today’s £10 billion of additional budget will prove to be the last? When it comes to keeping to budget, Government rail projects certainly have a terrible record. The west coast main line upgrade, which was initially estimated to cost £1.5 billion, ended up costing £9.9 billion. The Thameslink upgrade was estimated to cost £650 million in 1996, but the end costs will be nearer £6 billion on completion. We could be looking at a project with a final bill of many tens of billions more than the Government’s initial estimate or even today’s estimate. All that for a railway where the cost-benefit ratio analysis, even before today’s £10 billion, did not stack up. For phase 1, the Department for Transport claims that HS2 will produce £1.40 of benefit for every £1 spent. The Government categorise schemes below £1.50 as being low value for money—and that is before today’s extra £10 billion.

[Mrs Gillan]

Does my hon. Friend agree that the cost benefit has been pushed to one side by Ministers today? Now claims are being made about extra capacity, but has it not been true of this project that one moment it is about capacity, the next moment it is about speed and the next it is about restoring a better north-south balance? The objectives are always used to fit whatever the argument demands, and they seem to move around.

[Andrew Bridgen]

I thank my right hon. Friend for that intervention. She is absolutely right, and I shall deal with the issue of capacity later in my speech.

The cost-benefit ratios are questionable. As has already been pointed out, the assumption is that all time spent on trains is wasted time, so the figures are based on the extraordinary idea that when someone goes on a train they do not do any work. Anyone who travels on our railways will know that that is certainly not the case. It should also be noted that, compared to our European neighbours, journey times between first and second cities are considerably shorter in the UK. The journey time between Birmingham and London is already half that of high-speed rail travel in France and Spain.

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[Jeremy Lefroy (Stafford) (Con)]

Earlier this year, hundreds of my constituents awoke to find that the value of their homes had been substantially reduced and those who had plans to move discovered that purchasers could no longer get mortgages. That remains the case. The reason was the announcement of the preferred route for HS2—a route that followed none of the previously published options nor an existing transport corridor. Furthermore, the project will not see a shovel in the ground for 13 years and will only be completed in 20 years, meaning uncertainty and disruption for a generation. It was also a route that, I have been told, can hardly be altered, because it is designed to take ultra-high-speed trains travelling at up to 250 mph and hence must be straight. As a result, it goes through five villages in my constituency and comes very close to others.

I have long advocated sensible investment in rail in the UK. When the previous Government proposed to build new track for the west coast main line across my constituency in order to cut journey times and improve capacity, I supported it, but I believe that HS2 is the wrong solution. The Government have rightly said that a new rail network needs to be designed to increase capacity, rather than speed, so I cannot understand the fixation with speeds of 225 mph to 250 mph, if that means that routes are so inflexible that they cannot follow existing corridors, such as motorways, as many have argued. No railway in Europe travels at that speed. The maximum is 200 mph.

Then there is the question of capacity and demand. I imagined that HS2 had done a lot of detailed work on this point, so I wrote asking for current figures for the utilisation of west coast main line services as well as projected figures to 2035. The answer from HS2 was:

“I am sorry but we do not have information on the current figures of WCML services. The Department of Transport may do.”

[Mrs Gillan]

Does my hon. Friend agree that the fact that Virgin is starting a major advertising campaign to attract people to travel on the west coast main line means that it can hardly have a capacity problem?

[Jeremy Lefroy]

I do. The first-class coaches are almost never full. Indeed, I have often seen one person per first-class carriage. It needs to make at least two of them standard class.

I had also imagined that HS2 would be largely used by business travellers, so I was surprised to have the reply from HS2 stating that 70% of journeys on HS2 were expected to be for leisure purposes. I fully recognise the value of leisure travel to the economy, but where is the justification for an ultra-high-speed line, such as that which HS2 seems so determined to build, if 70% of those using it are doing so for leisure?

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[Mr William Cash (Stone) (Con)]

I oppose this Bill on national and local grounds. I pay tribute to the people of Stone, Swynnerton, Whitmore and Madeley for the meetings we have had to discuss these matters, and I also pay tribute to the Country Land and Business Association and Stop HS2 for the back-up they have given at these meetings and in consideration of all these matters.

I oppose the Bill for many reasons. The route will cut a swathe right the way through my constituency from top to bottom. I also agree very much with the comments of my right hon. Friend the Member for Chesham and Amersham (Mrs Gillan) and my neighbour and good friend the hon. Member for Stafford (Jeremy Lefroy). I do not need to repeat their points. They have made them forcefully and so have many others, and they are right.

The reality is that my constituents gain no benefit from this whatever. As has rightly been said, it is all pain and no gain. The unfairness of the current arrangements is so gross that it has to be rectified; there is a complete failure to understand that in the 21st century we must have a proper compensation arrangement if this Bill is to go through, as many predict.

I do not believe that the comments of the Public Accounts Committee can be in any way disputed, and as for the question of the amount of money involved, that is the biggest white elephant of all time. As has been noted, the amount has already gone up to £50 billion-plus, and I will not be surprised if it is £75 billion by the time this is finished. The reality is that this is a very expensive operation that is blighting people’s homes already in a way that is completely unfair, and it deserves to be discarded.

On the question of compensation, the arrangements favour the acquirer so much against the claimant, and they do not even say how the compensation is to be calculated. As for the exceptional hardship scheme, three quarters of the applications have been rejected, as the Minister knows, and compensation is available only through a discretionary scheme.

[Mrs Gillan]

Does my hon. Friend agree that there is nothing in this Bill that either pushes forward any compensation scheme or stops the Government continuing to pay compensation, and what we really want is the new consultation on compensation, which I hope the Department will launch as soon as tomorrow or the next day?

[Mr Cash]

I could not agree more. The fact is that the current arrangements for compensation are wholly inadequate to deal with this unique—and, I believe, appalling—scheme.

We are also now pressing for a property bond scheme, which would underwrite the property values where this project has an adverse impact. That needs to be set up. Members will know that it is fear of the unknown that has the greatest impact on the property market. A property bond scheme would create stability in the market, and the idea has already been propagated by the BAA and Central Railway. The ideas are out there, and amendments will doubtless be tabled in Committee to show how such a scheme could work in practice; the argument can be made in more detail then.

As far as I am aware, this scheme has no support whatsoever in my constituency. I have held many meetings in packed rooms and overflowing halls. At the end of them, I have asked, “Does anybody agree with the proposed scheme?” Only one person, who I think was from HS2 Ltd himself, said yes. The amount of very sensible opposition to the scheme is amazing.

The west coast main line is a very good service. My hon. Friend the Member for Stafford hit the nail on the head: it is available and can be improved. Extensions can be made to Euston to improve the availability of the service.

The bottom line is that the whole scheme should be rejected. I shall vote against it with absolute determination tonight, and if we lose, we move on to the compensation arrangements. In fairness to the people who have been completely blighted and whose lives have been destroyed, we must have a property bond and proper arrangements. It is disgraceful.