High Speed Rail (London – West Midlands) Bill

Debate between Cheryl Gillan and Andrew Bridgen

Wednesday 23rd March 2016 Commons Chamber

[Mrs Gillan]

Any addition to my right hon. and learned Friend’s point would be otiose. He is absolutely correct.

[Andrew Bridgen]

May I take my right hon. Friend back to the point about HS2 liaising with the public? Is she aware of the damning ombudsman’s report that came out last night, which stated that HS2 regarded consultation as merely a box-ticking exercise?

[Mrs Gillan]

I drew the House’s attention to that report in a point of order. The report is appended to today’s debate, but of course there was no possibility of tabling amendments that referred to that report in an attempt to alter HS2’s behaviour.

New clause 2 is designed to ensure that all local authorities are properly compensated for any damage to roads as a result of HS2 constructions. As others have confirmed, that vital safeguard should be added to the Bill. The Secretary of State, who is now in his place on the Front Bench, visited my constituency earlier this month and saw at first hand some of the problems that my constituents face. I am grateful for that visit. He also saw the problems we have in Buckinghamshire with potholes. I am particularly concerned about the roads in and around Great Missenden. Quite by chance, my right hon. Friend witnessed maintenance works being carried out on those roads during his visit.

Buckinghamshire County Council highways authority estimates that it will spend about £7.5 million on pothole-related maintenance over the next five years. That figure takes no account of patching, resurfacing, drainage, road sweeping and other related costs. I believe that considerable additional costs will arise from the large number of heavy goods vehicles pounding their way up and down some of Buckinghamshire’s fragile roads. Local authorities may well be reimbursed for reasonable costs, but what are reasonable costs? I want them to be reimbursed fully and I want that to be enshrined in statute, to make sure that the provision is both sufficient and justiciable.

New clause 3 is intended to increase the amounts allocated by the Department for Transport to the business and local economy fund and the community and environment fund from £30 million to £150 million. The £30 million originally announced for those funds to assist those affected by HS2 has been felt across the board to be meagre and insufficient, especially as the funding is intended to cover the entire route of phase 1. The Select Committee acknowledged the significant shortfall and the Government’s response to its final report stated that the sum would be increased to £40 million. I contend that that is not enough. The impacts of the project will be long standing and severe for the environment, local authorities and communities. Through new clause 3, I propose that the funding be increased to £150 million to give those affected the compensation they deserve and to ensure that adverse effects are minimised.

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[Andrew Bridgen]

Is my right hon. Friend as concerned as I am that if HS2 is its own policeman, corners will be cut when the budget comes under further pressure, as it undoubtedly will, and local people and the environment will suffer as a result?

[Mrs Gillan]

I think that will happen. Once this project is on its way, it will be easy to say that this would delay it or that would cost more. Presumably, it will be very easy for HS2 to say that almost any environmental mitigation could cause delays to the project and add to the cost, and therefore that it is not reasonably practical to implement it.

I have looked at the complaints process. It cannot be sensible or practical to have a complaints process that ends up with the Speaker of the House as the adjudicator of last resort for dispute resolution in relation to the construction of HS2 and, most importantly, the implementation of environmental mitigation. I do not want to be fobbed off by the Minister with reassurances that the Department for Transport has covered it all with the construction commissioner, because we can be very sure that it has not. We owe the people burdened with this project, and the communities that are being destroyed, that extra level of scrutiny and protection, and somebody whom they can turn to immediately.

My remaining new clauses concern the tunnels and the look of this project in my constituency. I will summarise those points briefly because many people want to speak. It is not fair to say that my constituency has not been protected at all by additional tunnelling. As the Minister said in his opening remarks—I am told I am to be very grateful—there will now be a tunnel for two thirds of my constituency. My constituents are grateful for that, but 8.8 km of the route through the area of outstanding natural beauty is outside the tunnel. When we are doing such brilliant tunnelling with Crossrail 2, and when we know that tunnelling expertise in this country leads the world, why are we not using that to tunnel under a nationally protected piece of the environment? I have tabled these new clauses to remind the Minister that we will not give up on this issue at any stage, and I hope that the House of Lords will also give it due consideration.

I have tabled an amendment on traffic, which is important because the traffic assessments from HS2 have been atrocious. I have also tabled amendments on pylons, and the possibility that we will be able to take the opportunity offered by HS2’s construction phase to ensure that if pylons are above ground, they are designed to fit in with the countryside, but that if possible they could be placed underground.

I see that you are getting anxious, Madam Deputy Speaker, as am I, because the Government have not given us enough time to do justice to these new clauses. I am sorry that I have not been able to deploy all my arguments, but in the interest of allowing others to speak, and knowing that time has been taken out of this debate by the Opposition’s forcing a vote on something that is not relevant to now or to my constituents, I will let others speak.

High Speed 2

Debate between Cheryl Gillan and Andrew Bridgen

Wednesday 25th March 2015 Westminster Hall

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

It is a pleasure to serve under your chairmanship, Mr Betts. You may have liked to have been down in this part of the Chamber to speak not exactly in favour of High Speed 2, but I welcome you to the Chair. I also welcome all my colleagues, and I am delighted that so many of them, particularly my Buckinghamshire colleagues and ministerial colleagues, have turned up to listen and contribute to today’s debate on behalf of their constituents, particularly in light of the achievement of having secured this debate. I think I am the last person to secure a debate on HS2 in this Parliament, although I am very pleased that my hon. Friend the Member for Wycombe (Steve Baker) is also in the room, as he was the first person in this Parliament to do so.

Tomorrow, the Commons will prorogue, after all Bills have received Royal Assent. However, one Bill will not have received Royal Assent and, uniquely, will be carried over to the next Parliament—the High Speed Rail (London-West Midlands) Bill. This project is so large—so gargantuan—that it is being carried over into the next Parliament. It is the largest peacetime infrastructure project that we have seen in this country, and it cannot be dealt with in just one Parliament. Unless an incoming Government think again, it will continue very much as it is currently planned. However, I want the Government to think again, no matter what political complexion inherits the government of this country after the election on 7 May.

After six years of opposing this project, the comment I hear most is, “Surely HS2 cannot be going ahead.” That is always followed by a Victor Meldrew moment for constituents, or anybody who learns about HS2, and they say, “I don’t believe it!” What they cannot believe are the justifications claimed by Government and officials for spending such a large sum on a project with such doubtful merits for most of the population and in the vested interests of the few who stand to benefit, particularly those who stand to benefit financially.

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

I congratulate my right hon. Friend on securing a debate on this very thorny issue for many of our constituents. Does she agree with my assessment that if whoever forms the next Government wish to carry on with this white elephant project, they will have to come back to this House of Parliament and ask for another huge increase in the budget for HS2?

[Mrs Gillan]

That certainly is a possibility, which I shall refer to later, because this morning we had another adverse report, this time from the House of Lords Economic Affairs Committee. If this project goes ahead as proposed, I think many people will have to suspend disbelief, and the Government’s pockets will have to be even deeper.

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[Mrs Gillan]

The economic case was dodgy in the first place and has been challenged by many economists and outside commentators. One of the basic problems was that it was assumed that no one did any meaningful work on a train. That was extraordinary to me. The argument has been fraught with holes since the beginning. I think that even at the current estimate, the Treasury will not be impressed, and in the final analysis it will be the Treasury that holds the purse strings.

[Andrew Bridgen]

Is not the single argument, the single fact, that repeatedly holes the Government’s economic case for HS2 below the waterline that if there were a genuine business case for HS2, we would not need to put in £50 billion of taxpayers’ money, because the City of London would be more than happy to fund it?

[Mrs Gillan]

The Government always go on about the Victorian railways, but they forget that it was private investors who built the Victorian railways. It will not be private investors that build HS2 or even HS3, as far as I can see. Also, the costings that are still being cited are at 2011 prices. The Department refused to update those figures for me or even for the Economic Affairs Committee in the other place, so the Economic Affairs Committee has recalculated the costs, using the movement in public sector construction contracts since 2011, and its new estimate is £56.6 billion at 2014 prices, because that is the year for which figures are available in order to make the calculation.

There is evidence that the Government did not give equal consideration to alternatives to HS2. The opportunity costs of spending £56.6 billion on one project have also escaped evaluation by the Government. As I said, 51m, so called because that is what each of us would have had to spend in our constituencies if HS2 had not gone ahead, should now be called 87m—£87 million for the constituency of each and every Member in this place. I am sure that if we gave that money to all our constituents, the first project that they came up with would not be HS2.

High Speed Rail (Preparation) Bill

Debate between Cheryl Gillan and Andrew Bridgen

Thursday 31st October 2013 Commons Chamber

[Andrew Bridgen]

claimed to move the closure (Standing Order No. 36).

Question put forthwith, That the Question be now put.

Question agreed to.

Question put, That the amendment be made.

Question accordingly negatived.

Amendment made: 17, page 1, line 12, at end insert

‘as well as with such other parts of the transport network (including roads, footpaths, cycleways, airports and light railways) as the Secretary of State considers appropriate.’.— (Mr Goodwill.)

[Mrs Gillan]

I beg to move amendment 20, page 1, line 12, at end insert—

‘(2A) Expenditure permitted under this Act and in connection with the network (including rolling stock to be used on it) is limited to £50 billion.’.

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[Andrew Bridgen]

Does my right hon. Friend have any estimate of the cost of Barnettisation on this project and what that would add to the total cost of HS2?

[Mrs Gillan]

rose—

--- Later in debate ---

[Mrs Gillan]

I hear that, and many people would agree with my hon. Friend.

I am sad that the Bill is coming up for Third Reading without our having had longer to debate it. I, sadly, will be going through the Lobby to vote against it. I do not think any help or support should be given to the project. Many people around the country share my view. Simon Walker, director general of the Institute of Directors, said recently:

“We agree with the need for key infrastructure spending, but . . . It is time for the Government to look at a thousand smaller projects instead of . . . one grand folly.”

Richard Wellings of the Institute of Economic Affairs said:

“This lossmaking project fails the commercial test, while standard cost-benefit analysis shows it to be extremely poor value for money.”

I could go on. Even the Adam Smith Institute says that HS2 is a disaster.

[Andrew Bridgen]

Does my right hon. Friend agree that if there were a genuine business case for HS2 the Government would not have to put £50 billion-plus of taxpayers’ money into it, and the chief executive of Legal and General, which has announced a £15 billion fund for UK infrastructure, would not say that he does not want one penny of that money spent on HS2?

[Mrs Gillan]

I am grateful for the support for the quotes that I cited.

As the Secretary of State well knows, we have an outstanding meeting on compensation. I know he has tried to fulfil that and I hope we can get together on compensation, because my constituents are so badly affected.

I hope HS2 does not go ahead. The new love-in between those on the two Front Benches does not fool me much. I am pretty sure Labour will play politics with the project right up to the wire, but if it does go ahead, we must make sure that we have the best protection for our environment and our countryside, and the best compensation for people whose lives, businesses and communities will be rent asunder by the project. Nothing less will do.

High Speed Rail (Preparation) Bill

Debate between Cheryl Gillan and Andrew Bridgen

Wednesday 26th June 2013 Commons Chamber

[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.