High Speed Rail (West Midlands - Crewe) Bill
Debate between Cheryl Gillan and Andrew JonesTuesday 30th January 2018
(6 years, 10 months ago)
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Andrew Jones
My right hon. Friend makes an interesting point. I entirely agree with him. For those who have not yet had the opportunity to go to see Crossrail, the opportunity may well occur again as Crossrail has been taking people down to have a look at its sites. What Crossrail has achieved is fantastic. I hope that my hon. Friend the Member for Redditch will shortly be able to visit one of the HS2 colleges, where she will see just the difference that the project has made.
Dame Cheryl Gillan
I would just say in response to the previous intervention that there would have been far fewer problems had the tunnel gone the entire way under the Chilterns. It would have been advisable to do that. Does my hon. Friend agree that there is a real danger that we will not have the engineering capacity to complete these projects on budget and on time, and that, as we currently lack so many skills in engineering, it will be hard to make up that deficit?
Andrew Jones
My right hon. Friend makes two points. We have previously discussed the issue of tunnelling in the Chilterns. I feel more optimistic about the project as a whole. I do not feel that the current skills gap will hinder the delivery of the project, and I am clear that that will not happen because of the actions taken to bring more people into the sector. The fact that we have to deliver skills via building colleges suggests that the Government have been taking seriously the issue of skills in the railways.
The key reason that phase 2a is such a positive project is that more people will benefit from HS2. Crewe is a rail hub. More passengers will be able to access the benefits that the HS2 network will deliver. I want us to go forward to further develop high-speed rail in other parts of the UK. I am particularly thinking about Northern Powerhouse Rail across the Pennines. I look forward very much to seeing the progress of the Bill and the rail line that will come from it, and how the Government will work with local communities and local government to maximise the opportunities that this line presents.
The HS2 argument has changed from whether we should have it, to how we can maximise the opportunities when it arrives. Those opportunities will be commercial, environmental and in skills. I see huge opportunity throughout the project, which is why I will support the Bill should we divide on it this evening.
Oral Answers to Questions
Debate between Cheryl Gillan and Andrew Jones(7 years, 8 months ago)
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Andrew Jones
I have met the hon. Gentleman and been to see the particular problems in his area, and I agree that they are acute. I urge everybody to participate in the consultation. Let us try to get the problem finally solved.
Mrs Cheryl Gillan (Chesham and Amersham) (Con)
With billions of pounds of taxpayers’ money at stake, after last night’s announcement on HS2, confidence in the transparency and decision-making processes in HS2 Ltd and CH2M have been called seriously into question. First, will the Secretary of State tell us whether CH2M jumped, or was it pushed? For a company to give up a £170 million contract is enormous news. Secondly, will he give the House an undertaking that no further contracts will be issued to other bidders—such as Bechtel or Mace—further down the line before there has been a full inquiry into the decision-making processes in HS2 Ltd and CH2M?
High Speed Rail (London - West Midlands) Bill
Debate between Cheryl Gillan and Andrew Jones(7 years, 9 months ago)
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Andrew Jones
There are quite a lot of questions to answer. This has been a very helpful final debate on the Bill and I will try to answer colleagues’ questions, some of which had themes in common.
I will address the questions in no particular order. Several Members have said that it is important that we maintain and commit to an ongoing dialogue. I am happy to make that commitment. I do not view this as the end of a process; I view it as the end of one phase of a process and the start of another. We go from a project in development to a project in delivery, and that will require more dialogue, not less, particularly as we work, as my right hon. Friend the Member for Cities of London and Westminster (Mark Field) has just said, to keep mitigation at the forefront of our minds during the construction process. I am happy to make that commitment —there is no doubt about that.
Many people have also been concerned about the hybrid Bill process. The locus standi rules are set by the House, not by the Government, but the House is considering the hybrid Bill procedure. That review is under way and I am sure that it will consider colleagues’ views on whether they were able to participate and petition in the other place. I know that those petitioning arrangements caused much frustration and, indeed, confusion among our constituents. The process is not straightforward.
Mrs Gillan
I know that it is too late now, but it would have been nice if the Government had actually instructed HS2 Ltd not to get its very expensive barrister to object to our locus standi. The Government had a simple solution in their hands: they could have let all the MPs represent their constituents, but they chose not to do so. I appreciate that the Minister is relatively new to the issue, but it was really and truly a case of being let down by your own side and of your own side letting down democracy.
Andrew Jones
I am not sure that I can comment on that point. It refers to something that happened way before I took any responsibility for this area, but my right hon. Friend has made it firmly.
The Labour Front-Bench spokesman, the hon. Member for Middlesbrough (Andy McDonald), asked about traffic regulation orders and I can confirm that reasonable costs will be met by HS2 Ltd. I will ask HS2 Ltd to confirm that to local authorities, in case there is any doubt.
On Great Missenden, the relocation of the haul road was considered by both Houses. Moving the haul road north would have created new, significant environmental effects, and a new version of the register of undertakings and assurances, which my right hon. Friend the Member for Chesham and Amersham (Mrs Gillan) has asked about, will be published at Royal Assent.
Several Members talked about the skills footprint and the careers legacy of HS2, with people perhaps spending their entire working career on the project, and I completely agree with them. I had a great visit to the HS2 college in Doncaster this morning. The college is progressing very well. It is due to open in September, and it is already attracting significant interest. In fact, the number of applicants seeking to go there in September is way ahead of projections. This is part of how HS2, among our other railways, will redefine the future. I saw the progress that the college has made—it has actually got as far as having track laid in the training workshop area—and that brings home to us that the project really is a very big and exciting opportunity.
I can confirm, in answer to several requests, that the Government fully accept Lords amendment 4, which colleagues have called the land-grab or non-land-grab amendment. I confirm that we accept all the Lords amendments, including Lords amendments 1 and 2 in relation to the work in the Meriden constituency.
Many colleagues have mentioned the compensation arrangements and how long it is taking to come to financial arrangements with HS2 Ltd. This is a mixture of the financial costs and the fact that we must recognise that there is also a human or emotional cost. We do not just invest cash in creating our homes; our homes are much more than that, and we must respect the human cost. If some people have their homes repossessed or changed, we have to be sensitive and to treat people with respect and generosity. Quite frankly, if colleagues are not seeing that happen, I am sure they will be keen to raise that with me—they have already done so—and I am very happy to continue to raise their points with HS2 Ltd. I want HS2 Ltd to be a good neighbour, and I know that view is wholly shared by HS2 Ltd itself.
I welcome the SNP’s support for this project. I recognise that we are going no further north than Leeds and Manchester—I should perhaps add that we are going no further north than Leeds and Manchester yet, and I see much merit in taking it further—but there will be immediate benefits for the people of Scotland from the development that will, I hope, receive Royal Assent this week. Its capacity will allow more services and the time involved in journeys will be reduced.
Andrew Jones
That is way above my pay grade. I simply do not know the answer to the hon. Gentleman’s question, so I will have to do some checking to find out.
There were a number of other questions. I have clearly heard the points about compensation and mitigation raised by the hon. and learned Member for Holborn and St Pancras (Keir Starmer). I can confirm that we are working on the tunnel portal location, but we are not yet in a position to make any announcements. I recognise that such a change will make a significant difference to many people, but we are working on it, as he will be aware.
Mrs Gillan
I am sorry to go back to the Barnett consequential, but as it has been raised may I point out that there was a Barnett consequential to the travel element of the Olympic park for Wales and Scotland? As this is a transport project, I presume that there will be Barnett consequentials for the devolved Administrations.
Andrew Jones
I am not sure that I can add anything to what I said a moment ago. Barnett consequentials are way above my pay grade, and I will have to do some checking before commenting one way or the other. It sounds as though making a presumption would be a very foolish error, and that is clearly not within the remit of these amendments.
Oral Answers to Questions
Debate between Cheryl Gillan and Andrew Jones(7 years, 10 months ago)
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Andrew Jones
My right hon. Friend the Chancellor committed to dualling the A66 in last year’s autumn statement. On the new Tees crossing, we have provided funding to take the business case to the next stage. We will happily work with the area’s local authorities. I recognise the importance of Teesport to the local economy and the value that a new Tees crossing would provide, so I am very keen to see that take shape.
Mrs Cheryl Gillan (Chesham and Amersham) (Con)
HS2 Phase 2: Consultation
Debate between Cheryl Gillan and Andrew Jones(8 years ago)
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The Parliamentary Under-Secretary of State for Transport (Andrew Jones)
I start by congratulating my hon. Friend the Member for Stone (Sir William Cash) on securing this debate on the consultation process for phase 2 of HS2, and specifically on his constituency of Stone. I acknowledge his tireless work on behalf of his constituents, alongside my right hon. Friend the Member for Chesham and Amersham (Mrs Gillan) and my hon. Friend the Member for Stafford (Jeremy Lefroy), in challenging HS2 Ltd to really examine its practices to seek the best possible outcome for the people of Staffordshire.
Having said that, I must also restate the strategic importance of HS2 to our country’s infrastructure and its longer term economic health. The number of seats available out of Euston at peak hours will treble as a result of HS2, relieving congestion while freeing up space on the existing network. Journey times will be cut not just along the newly built line but to destinations throughout the north of England and Scotland. Although, as has often been said, HS2 will become the largest infrastructure project in Europe, its value is not as a stand-alone project but as a fully integrated part of our national rail infrastructure.
With that in mind, we have a duty to consider how each region will benefit from the project, but we must also consider those for whom the construction of the railway will have a cost. For that reason, the ongoing consultation and engagement form such an integral part of HS2’s remit. That will continue to be the case throughout both phases of HS2, and I intend to give a brief overview of that process later. However, I wish first to turn to some of the issues raised by my hon. Friend regarding his own constituency.
Let us start with the proposed railhead near Stone. I fully understand that the proposals as they stand will have a significant impact on some of my hon. Friend’s constituents. That is clearly the case, and so I reinforce the Secretary of State’s commitment to treating those along the route with “fairness, compassion and respect”. In doing so, it is important not to lose sight of the need to deliver the best outcome for the country as a whole—we have a mixture of the individual and the public here.
I must remind my hon. Friend of why we are looking at a railhead at Stone. If the proposal were to go ahead, it would allow HS2 Ltd to significantly accelerate the construction schedule of phase 2a; because the site is situated in the middle of the phase 2a route, it would allow construction to start to the north and the south simultaneously, while negating the need for maintenance loops at Pipe Ridware, to the south of the site. That is why HS2 Ltd has put the idea forward. In addition to the programme-wide benefits, there would be benefits to the region in the form of approximately 150 new jobs.
If the railhead at Stone goes ahead, it will clearly have to be built with minimum disruption to local residents. The documents accompanying the recent consultation represented a worst-case scenario. It is important to say that no decision has been taken on road access to the site or on the closure of Yarnfield Lane, and HS2 Ltd must seek to keep the lane open; it will try to do so whenever it can. The strong message from colleagues tonight will clearly have been heard.
It cannot be overemphasised, however, that the consultation process underpins and is integral to all route decisions. As it is the main point of debate tonight, let me move directly to the consultation process. I am well aware of my hon. Friend’s concerns about the length of the consultation, as we have met and discussed it previously. However, we have been pleased by the high number of responses we have received to the three consultations, which suggest that residents have been able to engage with the issue and respond positively. I will update the House on the number of responses we have had. There were 442 responses to the working draft environmental impact assessment report, 98 responses to the equality impact assessment and 553 responses to the design refinement consultation, representing a total of 1,093 responses to the three consultations. I think the design refinement consultation has particularly exercised my hon. Friend, because it incorporates the proposed changes to the location of the railhead and depot.
As to the length of the consultation, I should say that the phase 2a consultations followed the same timescale as the phase 1 consultations. We are not seeking to treat one part of the country differently from any other. It is important to state that we have been entirely consistent on that. I have been through this with HS2 Ltd, and I am persuaded that during the course of the eight weeks it has been effective in getting out there and meeting people. I have looked at the press adverts that have gone out advertising the venues. There have been adverts highlighting the consultations in the Crewe Chronicle, the Staffordshire Newsletter, the west midlands’ Express & Star, The Sentinel, the Advertiser and the Lichfield Mercury. Those adverts have appeared on a number of occasions. There has also been a social media effort, which has reached several hundred thousand people. There has been positive engagement, as well as a series of public meetings, including in Yarnfield.
I understand entirely why this matter is of concern to colleagues and the people they represent. I am very supportive of the idea of a hotline. HS2 Ltd already offers colleagues individual technical briefings and I will make sure that those continue. It would be helpful to have a hotline for MPs and that idea is on the agenda for my next meeting with HS2 Ltd, so it is already in play. I am interested to hear that colleagues think it would be a good idea.
Mrs Gillan
I am very grateful for that positive response. I raised the idea with the interim construction commissioner several weeks ago, so obviously it has filtered into the system. A hotline would be of great assistance to my colleagues who are here, as well as to me and other colleagues in Buckinghamshire.
Andrew Jones
I thank my right hon. Friend for that comment. This is an important national project, but it has such implications for people on the line of route that we have to ensure that we treat everybody with openness, transparency and respect. Making sure that colleagues are informed, so that they can deal with their constituents and make the case for their areas effectively, is a key part of that.
I will certainly look into the consultation process. We have already made some changes for the consultation on phase 2b. I was able to do that before the announcements were made last week. I will always take feedback from colleagues and if we can improve things, we certainly will do. We have to treat people fairly and I am sure that the significant efforts that are being made now will pay dividends later.
My hon. Friend the Member for Stone asked about the timing of the Bill and whether people will have the opportunity to petition. We are looking to introduce the hybrid Bill for phase 2a next year and that will, indeed, offer residents the opportunity to petition, as was the case with phase 1.
As well as the measures I mentioned earlier, the publicity for the consultation took the form of leaflets distributed to households within 1 km of the proposed route, alongside information packs sent to public libraries and parish councils, with the request that the documents be made available at all community locations. Furthermore, briefings were provided for local authorities and parish councils.
There has often been feedback that the consultation events are not handled professionally. I have not been to the consultation events that have taken place for phase 2a, but I know that HS2 Ltd has always arranged training for staff to prepare them and clearly set out the conduct required for such events. I am confident that in the overwhelming number of cases, staff conduct themselves well, but any time any colleague has any concerns, I will be extremely available to hear them and will take them up with HS2 Ltd.
On the wider implications of the process we are discussing, I assure all colleagues that HS2 Ltd will continue to build on the good engagement work that has been done thus far as it goes forward with the phase 2 consultation.
Oral Answers to Questions
Debate between Cheryl Gillan and Andrew Jones(8 years ago)
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Andrew Jones
I think the hon. Gentleman is mistaken when he says that franchising is the answer. All the conversations that I have had with local authorities have produced a mixture of solutions, but most of have focused on partnerships: good partnerships between local authorities and bus companies which will meet local needs.
Mrs Cheryl Gillan (Chesham and Amersham) (Con)
HS2 Ltd: Communication and Engagement
Debate between Cheryl Gillan and Andrew Jones(8 years, 1 month ago)
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Andrew Jones
It would be a little extreme to say that all the reports that have been written on this project are universally condemning it—I do not believe that to be the case. I recognise that some voices have cast doubts upon the project, or have said that we should be doing a different project or that there could be an alternative use of public money, but there is now real momentum behind this project, which had overwhelming support in this House, with the votes on Second and Third Reading of the phase 1 hybrid Bill being passed by nine to one in favour.
When construction begins next year, attitudes will change on this again. We intend to start construction shortly after Royal Assent, which we anticipate will be towards Christmas or in January, depending on the progress that their lordships make; the commencement of work should be in the spring. At that point, the debate will change. It will not be about whether or not we should be doing this project, but about how we can maximise its benefits, because this project is going to happen. When the construction does start, HS2 will rapidly become the largest infrastructure project in Europe. A project of the scale, complexity and duration of HS2’s nature requires engagement across many communities, organisations and individuals.
Mrs Gillan
Having just confirmed the scale and complexity of the project, does the Minister agree that it would be sensible to have a dedicated Minister for it, as it is of such size that it needs supervising closely? It is clearly out of control at the moment.
Andrew Jones
I would not say this project is out of control. The apportionment of responsibilities is mercifully way above my pay grade, but I am thoroughly enjoying having responsibility for this project, because it is an exciting one that will transform our rail industry. It is our long overdue recognition that we need to start taking responsibility for our own transport futures. We are still trading off Victorian infrastructure, which shows not only how significant the ambitions of our Victorian forefathers were, but how we need to address the situation and take responsibility for ourselves.
Let me get back to my point about the scale of the project. We are dealing with a project of enormous scale, complexity and duration, and we are talking about one of the largest communications and engagements challenges ever undertaken on an infrastructure project in this country. On a project of this scale, we cannot leave the communications and engagement to chance. The Government and those who enact the policies of the Government, such as HS2 Ltd, have a duty to communicate clearly and openly with everyone, but above all with those on whom Government policies may impact and, in some cases, disadvantage. All of that takes time, resources and professionalism. Above all, the underlying attitude has to be to treat individuals and communities with respect. That point underpinned many of the remarks of my right hon. Friend. It is very disappointing to hear that there are huge concerns about this, and that people feel that that has not happened. I personally undertake to take all the points from today’s debate to HS2 Ltd, and to have further conversation about them, because the attitude that has been described is unacceptable and will have to change.
Andrew Jones
My hon. Friend makes a legitimate point. Consultation in the worst cases can simply be a tick-box exercise—a process that has to be undertaken for lots of different elements of public policy or for planning applications. That is not good enough, but during the progress of the Bill, we have seen many changes in the original proposals, the consultation and the route and the communication around it. We are not in that place where people are just going through the exercise and not listening, but I do not want people to think that their voices will not be heard. We must ensure that people recognise that their views are respected. That goes back to my earlier point about ensuring that, underpinning everything, there is an attitude of openness and respect for individuals.
Mrs Gillan
I am sure the Minister will—he has a good 20 minutes, and he thought he was going to have only 10, so he has plenty of time.
Yes, in my area, for example, we have had route changes, but the proposal that HS2 should come up in the middle of the football pitch in the middle of Old Amersham was geologically incompetent, and it had to be changed because it was impossible for it to come up in that particular area, so they moved it along to Mantles wood. However, the change was made by the Select Committee here in the House of Commons on additional provision 4, so it was not HS2 or the Department that were listening; it was actually the House of Commons Select Committee—our colleagues—that was listening and made changes. We in the Chilterns area would still like further tunnelling to protect the valuable and fragile landscape. However, that is rapidly diminishing into the great beyond and is impossible, but I am hoping that, maybe, the Minister will give me encouragement that he is listening and that he could achieve that for us.
Andrew Jones
I am, indeed, listening. I am not entirely sure that I can promise extra tunnelling in the Chilterns—that was a very big ask. We have, as a House, and through this project, been over that ground in some detail. However, the point remains that consultations are to genuinely listen to local input so that projects can be improved, whichever part of our public services it is. That cannot mean that everybody gets what they want—that is not possible—but it certainly means that people should be treated with respect and that it is not just a tick-box exercise.
The point about the numbers I was going through earlier is that there is already scale to what is happening. These are big numbers, but the big numbers have to be backed by practical help. In April 2014, an improved assistance package for property owners close to the route was announced. I would stress that the Government are committed to fairly compensating land and property owners directly affected by HS2. Most large infrastructure projects compensate property owners only when statutory compensation measures apply. Given the time it will take to develop HS2, which is a most unique project, the Government recognise that earlier discretionary schemes help those property owners who are most severely affected by the proposals.
My hon. Friend the Member for Stafford (Jeremy Lefroy) raised the point about those most affected by blight in phase 2a. They can submit a blight notice, and that means, potentially, face value for property—10% homeowner’s payment and costs. I will write to my hon. Friend with details of that so he can pass those on to his constituents and anybody else who may contact him.
Residents with properties on the full phase 1 and phase 2a routes currently have access to a package of compensation measures and assistance. Overall, these are available much more widely than for other infrastructure projects, and, indeed, offer more choice. We intend to bring forward proposals for long-term property compensation and assistance schemes when the HS2 phase 2b announcement is made later this year.
The need-to-sell scheme is, I believe, operating fairly. I will of course pick up the points my right hon. Friend mentioned. We already have updated guidance to reflect learning from the scheme since its inception in January last year. In particular, a change made earlier this year allows a successful applicant to choose one of the two initial valuers, either from HS2 Ltd’s pool or any Royal Institution of Chartered Surveyors-registered valuer. While that change is recent, initial results show fewer properties need further valuations to determine their fair price. That is an issue the right hon. Lady has raised, and I am grateful to her for her contribution. It was alluded to by my right hon. and learned Friend the Attorney General, when he talked about how increased and improved communication may have mitigated the need for more petitions as the Bill progressed.
A residents’ charter has been introduced setting out clear commitments by HS2 Ltd to local communities. Through the charter, HS2 Ltd pledges to communicate plainly; respond to inquiries quickly and efficiently; and promote awareness of all discretionary property schemes. Holding HS2 Ltd to the standards of the charter is the independent residents commissioner Deborah Fazan. I have met her already, and I intend to have a regular series of meetings with her and, indeed, others, to make sure they are taking up and following through any issues raised with me by colleagues.
HS2 Ltd has introduced a robust, verified complaints-handling process which includes an independent review stage that meets ISO 9001—the nationally accredited standard. The real prize, of course, is to avoid as far as possible giving cause for complaint. That means building HS2 carefully and correctly. An environmental statement accompanied the introduction of the hybrid Bill, and further environmental statements have accompanied the additional provisions considered by the Select Committee. Changes made in the Select Committee mean less land take, more noise barriers, and longer tunnels. On the latter point, I again acknowledge the successful campaigning by my right hon. Friend the Member for Chesham and Amersham to lengthen the tunnel through her constituency.
Andrew Jones
I am not a geologist, but I am aware of concerns about the ground conditions on the route for phase 1 and phase 2a. For example, my hon. Friend the Member for Eddisbury (Antoinette Sandbach) has highlighted the challenges regarding salt mines. These issues will be tackled in full and in detail by geologists. I recognise the challenges involved in a project with significant tunnelling, but, as a country, we have learned more about that through the progress made on Crossrail.
My right hon. Friend has made very clear the frustrations of not only her constituents but those of her colleagues’ constituents. HS2 Ltd acknowledges that it has not always got communications right, as we know. It did not in the case of Flats Lane near Lichfield, as the parliamentary and health service ombudsman’s report and the inquiry by the Public Administration and Constitutional Affairs Committee laid bare. I am not here to make excuses for the company. We must deal with all those affected with fairness, and fairness requires the highest standards of engagement. I believe that HS2 is an organisation that is learning, and it needs to learn and improve over time. Communications on phase 2 reflect the lessons of past engagement. I cannot correct what has happened before, but I can seek to learn from it, to make sure that the company has learned from it, and to correct and improve things for the future. Much has taken place and much more is planned.
On phase 2a, HS2 Ltd has seen 2,184 people at 13 information events held this month and last month, as well as numerous meetings with parish councils and action groups. It has also met individuals directly and indirectly affected by the 2a line of route. In addition, 1,487 people have been seen at phase 2a property events this year, and 1,442 were seen in 2015. On phase 2b, the company has already seen 6,458 people at nine information events held in South Yorkshire, plus a further 123 at appointment events. For me, that shows how much demand for information there is from the public. They know that this is a big deal, and they need to know what it means for them. High-level communication has to be at the core of a successful project. Following a decision on the phase 2b route, the company has plans for a series of further engagement events, details of which will be made known once confirmed.
Vital as good engagement on phase 2 is, the first phase of HS2 is poised at a significant threshold—the start of construction. HS2 Ltd will specify the behaviours it expects of its contractors in their engagement with residents and communities. For contractors working on HS2, key performance indicators on community engagement will form part of their contracts, and HS2 Ltd will measure their approach to this. The phase that we are entering will see many more people working not just on HS2 but all through the HS2 supply chain. The number of potential interactions between members of the public and the project will therefore increase. It is important to note that this is not just an HS2 Ltd issue; it is an HS2 Ltd and supply chain issue.
Mrs Gillan
One of the key things I have tried to put across during this debate is the fact that people do not have confidence in HS2 or in the independent commissioners who are supposed to represent their interests if things go wrong. Does the Minister agree that for HS2 to have an interim chief executive who comes from a contractor that has already received contracts from HS2, and that is now bidding for further contracts from HS2, makes it look as though there is a conflict of interest? Does the Minister agree that it hardly engenders confidence in the public that the project is being anything other than steamrollered through by people who are connected and who do not share the best interests of those who are affected by the scheme? Is that a relationship that the Minister is happy with? I think that there is a conflict of interest.
Andrew Jones
We sought to make sure that the project continued in its critical phase of delivery when Mr Kirby left to join Rolls-Royce. People leave companies all the time. He had a very good offer to go into Rolls-Royce, and he has taken it. “Man leaves company” is not necessarily news, but it would be news if the project faltered. We seek to secure continuity of delivery while we engage in a full and open recruitment process for a replacement for Mr Kirby.
I understand all the points that have been made about trust and communication. Trust is easy to lose and difficult to gain. As the project develops, the company will simply have to work much harder to rebuild trust. It takes ages to rebuild something that can be lost in a moment. As I have said, we cannot correct what has happened in the past. I know that there are frustrations from communities, councils and colleagues here. We have to learn from them and put in place measures in HS2 and the HS2 supply chain, with a means of appeal. We can come on to the commissioners in a moment. Those have to be the principles by which we can plan for the future. The company is developing its plans for working with contractors to deliver engagement plans for each area, and they will be captured in a public code of construction practice.
An announcement will be made shortly on HS2 Ltd’s appointment of a director of community engagement, who will answer directly to the CEO. In addition, HS2 Ltd has recruited engagement managers for the phase 1 route, and their numbers have increased from six earlier this year to 26 today. They will be the main points of contact for local communities and will be responsible for acting on the concerns of those communities. Moreover, the engagement managers will be responsible for ensuring that the issues that are raised with them are addressed by HS2 Ltd in a timely and open manner.
As a statutory undertaker, HS2 Ltd has been required to appoint an independent construction commissioner. My right hon. Friend the Member for Chesham and Amersham highlighted her meeting with Gareth Epps, who was appointed to the role on an interim basis in July. His is an interim role, but we envisage that it will increase after Royal Assent. It would be inappropriate to start adding to the cost base by allocating offices and taking on staff until we have clear Royal Assent. We intend to make sure that that role is independent and away from HS2 Ltd.
Andrew Jones
That message is now firmly on the record. It is inevitable that when projects of great scale arrive in any area, they will attract enormous public interest, public concern and, in many cases, public enthusiasm. We need to make sure that we get this right, and Members of Parliament have an important role as a natural place for a resident who is concerned about a national policy initiative to go.
The construction commissioner will mediate in unresolved disputes between HS2 Ltd and individuals or bodies, including under a planned small claims scheme. He will also monitor complaints and advise on how to reduce them where possible, and he will scrutinise HS2 Ltd and the community engagement work of its contractors, to provide a clear steer for the company. As I have said, following Royal Assent we expect it to become a permanent role, and I intend to have regular contact so that I am fully informed of any issues up and down the line.
I have alluded to the variety of communities and groups with an interest in HS2. The company understands the importance of a tailored approach. Its equality, diversity and inclusion team is at the forefront of engaging with harder-to-reach communities, including perhaps those with a language barrier. There have been concerns in the Camden area, for instance. That highlights the importance of local representatives, so local government has a significant role to play in HS2.
HS2 Ltd provides briefing sessions for local authority elected members and chief officers, and it meets, briefs and seeks input from them. I have met authority leaders in Birmingham and Manchester in the past few days. They are looking at the project in a very encouraging and exciting way and are considering how they will be able to redevelop their areas when the project lands. However, it is not just about redevelopment; it is also about construction work. HS2 Ltd, local authorities and other bodies, such as Highways England, have to engage properly in order to plan the building process effectively.
Mrs Gillan
Will the Minister give an undertaking that he will look at my amendments relating to the adjudicator?
Andrew Jones
I am coming to that and the answer is yes.
HS2 Ltd also has to engage with business organisations, to ensure that they know how to take advantage of the opportunities provided by HS2. I want HS2 to be a project that is from the UK for the UK, with UK contractors bidding for and winning business.
This is a project that matters to everyone, and I believe that it is in the national interest. Of course, it matters particularly to those whom it directly affects, and doing what is right by them includes excellent communications and engagement. That is what I and, most importantly, those along the route are entitled to expect from HS2, and it has given me that commitment. It is seeking to learn and build on what has happened before.
I will visit the HS2 offices in Birmingham shortly to review the community engagement plans. I will sit down with the team to discuss them and I will go through all the points that have been made by colleagues today. I can certainly provide an undertaking to review the amendments, as requested by my right hon. Friend. I will also consider her point about compensation to local authorities and write to her.
The point that I really want to make is that we cannot correct the past. This is a project that is happening. I believe that it is exciting and necessary and that it will transform our rail industry and provide a huge opportunity to regenerate large swathes of big cities across our country. Ultimately, I believe that it is a project that we will be proud of as a nation, but we have to make sure that we deal with the issues that have been raised, including building trust and communicating better. I can certainly give colleagues the undertaking that they can raise issues with me and that I will then take them up with HS2 right away. I want to make sure that, from the moment we set about building the project and right along the length of its line, people are treated with openness and respect, and that through that we can build the trust that has been missing, as judged from the comments of colleagues today.
Question put and agreed to.
Alternative Transport Fuels
Debate between Cheryl Gillan and Andrew Jones(9 years, 5 months ago)
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The Parliamentary Under-Secretary of State for Transport (Andrew Jones)
I congratulate my right hon. Friend the Member for Chesham and Amersham (Mrs Gillan) on securing this debate about alternative transport fuels, and specifically aqua methanol. It is very topical because Governments across the world are looking to reduce their reliance on foreign energy imports, clean the air in their towns and cities, and reduce carbon emissions. We are seeing increasing urbanisation, and there is a recognition that fossil fuel is not only finite but increasingly carbon intensive.
My right hon. Friend is correct to say that the UK faces significant environmental challenges. In 2013, our domestic transport greenhouse gas emissions accounted for 21% of overall domestic greenhouse gas emissions. Road vehicles are responsible for 92% of CO2 emissions from transport and 80% of roadside nitrogen dioxide. Every year, about 29,000 early deaths are attributable to poor air quality.
There is also an EU legislative context. The UK has a legal requirement to meet EU limits on exposure to air pollutants. As an EU member state, we are committed to reducing greenhouse gas emissions in road transport by 20% by 2020 and 40% by 2030.
In the recent general election, my right hon. Friend and I stood on a manifesto that reaffirmed our commitment to the Climate Change Act 2008, and road transport has to play its part if we are to reduce emissions by 80% by 2050. The manifesto also committed us to do even more to tackle air pollution, to back green energy that is value for money, and to continue to foster an economy that supports high-knowledge job creation. We made those commitments because the Government continue to see the environmental challenges for transport as an opportunity. Alternative transport fuels will have a role to play in helping us to deliver those commitments.
We have made much progress towards meeting the challenges we face. Air quality has improved significantly in recent decades. Harmful particulate matter emissions from road transport have fallen by 31% since 1990. Between 1992 and 2012, total nitrogen dioxide emissions and background concentrations more than halved. Through the supply of sustainable biofuels under the renewable transport fuel obligation, we are making significant carbon savings. In 2013-14, the use of biofuels was equivalent to taking 1.35 million cars off the road.
All that is just part of a wider strategy through which we are working with other Departments, industry and local authorities to reduce harmful emissions across transport modes. Some £2 billion has been committed since 2011 to increase the uptake of ultra-low emission vehicles, fund greener transport initiatives and support local authorities to take action. What we are doing goes much wider than providing grants to support the uptake of electric vehicles, although I must mention that I will be making my debut behind the wheel of an electric vehicle tomorrow morning, as Nissan is lending the Department a Leaf. I am looking forward to driving it.
The wider action that we have taken includes making £30 million available so that bus operators and local authorities across England and Wales can bid for low emission buses and supporting infrastructure. A further £8 million has been awarded to 23 local authorities for cutting-edge, pollution-reducing technologies, which will be fitted to more than 1,200 vehicles. That included £500,000 of funding for Birmingham City Council to convert 80 taxis from diesel to liquefied petroleum gas. As was announced on 26 March, there is £6.6 million to support the establishment of an initial network of 12 hydrogen refuelling stations, heralding the imminent arrival of hydrogen fuel cell vehicles on UK roads. The Government are addressing the environmental impacts associated with road freight through the low carbon truck trial, which is providing more than £11 million to part-fund about 350 low-carbon commercial vehicles. Sustainable biofuels are also likely to have an important role to play in reducing carbon emissions in other sectors, such as freight and aviation, where there are limited alternatives for decarbonisation. We are considering options to support this.
In aviation, the UK is working hard, through the International Civil Aviation Organisation, to try to secure agreement on a global market-based measure to reduce international aviation emissions. In the meantime, the UK continues to support the use of regional measures, in particular the Aviation EU Emissions Trading System.
In rail, we are tackling greenhouse gas emissions through a major electrification programme, along with the procurement of new electric and low emission trains that will replace older diesel trains.
In shipping, we are pleased that a number of major ports in Europe have now declared their intention of establishing liquefied natural gas bunkering infrastructure in the next couple of years, given that LNG emits fewer harmful emissions than marine diesel fuel. That is essential, because ship owners are unlikely to invest in LNG-powered ships unless there are adequate refuelling facilities.
Returning to road transport, we expect to announce this summer the winners of an advanced biofuel demonstration plant competition. This will award up to £25 million of capital funding over three years to support the construction of plants in the UK.
I mention those initiatives to show the range of Government actions across different fuels and across different modes of transport. It is clear that our approach is about providing support in a technologically neutral way, focusing on the range of evidence available. This approach has been successful in encouraging the most sustainable fuels and low emission vehicles. I am also confident that, given the UK’s strengths in innovation and research, we are well placed to succeed in the global market place in rising to the environmental challenges we face.
Further to the lower duty rate for methanol announced in last year’s Budget, my right hon. Friend suggested that we should look to support innovation by further integrating aqua methanol into the Department’s funding policies and published strategies. We of course recognise that, while overall air quality has improved over the past 20 years, much more needs to be done, in particular to reduce roadside concentrations of nitrogen dioxide. The fuel industry is complex, diverse and rapidly developing. Fuel production and supporting infrastructure are also at different levels of maturity. As policy makers, we must therefore give careful consideration to a range of possible solutions for tackling air quality, such as potential improvements in vehicle technology and fuels, and other sustainable travel policies and options.
I understand that the actual air quality benefits of aqua methanol are dependent on the vehicle technology— for example, particulate traps—in which it is used. The vehicle technology will determine the extent to which methanol replaces diesel and any potential reduction in air quality pollutants. I would like to reassure my right hon. Friend that, as we move forward with our policy development, aqua methanol will most certainly continue to be considered among all the other options on its merits, as is the case with all our funding programmes. I agree that aqua methanol is potentially a stepping stone to securing greenhouse gas emissions savings. However, if aqua methanol is to deliver greenhouse gas emissions savings, it is important that the right feedstock is used to make it. These need to be renewable and sustainable to deliver significant greenhouse gas emissions savings we are seeking.
My right hon. Friend mentioned the opportunity to produce sustainable methanol from CO2 and renewable electricity, which I have to say is a very attractive policy option. Further to a call for evidence on advanced fuels at the end of 2013, the Department has considered the potential role of such non-biological renewable fuels and possible support mechanisms for advanced fuels, as they may deliver the significant greenhouse gas reductions we are seeking. Our examination of advanced and alternate transport fuels has continued through to the report produced in March by the Transport Energy Task Force, entitled “Options for energy transport policy to 2030”.
The task force was set up by the Department and the Low Carbon Vehicle Partnership in October last year, and is made up of experts from industry and non-governmental organisations. Primarily, it considered a range of scenarios to meet our 2020 greenhouse gas emissions reduction and renewable transport fuel targets, as well as considering how low carbon fuels can help to reduce greenhouse gas emissions from UK transport in the period to 2030 and beyond. We are considering the report carefully as part of work to transpose amendments to the fuel quality directive, which have recently been agreed, and the renewable energy directive, which we hope will be finalised very shortly.
As evidenced by the Transport Energy Task Force report, we will clearly need sustainable biofuels to meet our renewable energy and greenhouse gas reduction targets. I therefore welcome the investments made by UK biofuel suppliers to date in what has been a very difficult investment environment, and I will shortly be meeting with a number of them. The delay in agreement of measures to address indirect land use change at EU level over the past several years has caused uncertainty for biofuel suppliers, and I recognise from my own business career that nothing deters investment more than uncertainty. I am therefore keen that we now get on with the business of implementing these measures as soon as possible.
This debate is timely. The issue of air quality is rising up the agenda and is certainly a priority for me. I have already met colleagues from the Department for Environment, Food and Rural Affairs, and I expect to have further such meetings as we take our plan forward. I recognise that aqua methanol can play a role in tackling that problem.
Mrs Gillan
I thank the Minister for taking a positive approach to a fuel that could play an important part in his strategy. Will he do me the honour of meeting my constituents and the directors of Zero-m to look at this in much greater detail? I appreciate that he is new to his post, but it would give me great pleasure to bring them into the Department to talk to him about the benefits of aqua methanol.
Andrew Jones
I happily make that commitment and would be delighted to meet my right hon. Friend and her constituents. My approach to this and all issues within my area is to have an open-door policy and to work with the industry, so I would be delighted to have such a meeting. My officials will contact her to set it up.
The progress ahead, with the take-up of electric and ultra-low emission vehicles, is more in the area of cars and light vans; HGVs are harder to crack, and it is interesting to see how aqua methanol could again play a role. My right hon. Friend asks that the Department take the initiative. I will be doing just that, and aqua methanol will be included in all our considerations.
Once again, I thank my right hon. Friend for securing this debate. The Government recognise that vehicles are likely to require liquid and gaseous fuels for decades to come and that not all modes of transport are viable for electrification in the near future. It is therefore crucial that the UK develops a range of technologies to produce alternative low carbon fuels, reduce air pollutants from road transport and grow the UK’s green economy.
We shall continue to work closely with experts from the industry and environmental non-governmental organisations on future support mechanisms, and we will continue to review the support provided, with a view to securing the best environmental outcomes, supporting a competitive market, minimising the cost to the industry, the taxpayer and the motorist, and making our environment a priority—particularly the cleaner air my right hon. Friend mentioned. Aqua methanol will be a part of that review, and I again thank her for highlighting its importance to tackling the issues we face.
Question put and agreed to.
Rising Cost of Transport
Debate between Cheryl Gillan and Andrew Jones(11 years, 10 months ago)
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Andrew Jones (Harrogate and Knaresborough) (Con)
The motion before us is very disappointing. It fails to recognise why there are costs in our transport system or what the Government are already doing about them.
I want to focus on the rail network, because it is the transport area undergoing the most significant change, as we are in the biggest period of rail investment since the Victorian era. We all know that there are inefficiencies in our rail system. The McNulty review, which was commissioned by the previous Government, reported inefficiencies of between £2.5 billion and £3.5 billion in the system, and found that our railways were up to 40% less efficient than the best of our European counterparts. Those are inconvenient facts that the motion ignores. It also ignores the success of the industry. As my right hon. Friend the Secretary of State mentioned, there are as many passengers on our rail network now as there were in the 1920s, yet the network is significantly smaller than it was then. That is one of the causes of overcrowding. It also shows, however, that passengers are choosing to use rail.
I am going to talk about an area in which the Government have introduced a radical change of policy that will cut costs for passengers and improve the service they receive. That policy is rail electrification. Let me remind the House of how the UK performs in this area. We have electrified 34% of our network. In 2010, the UK was 20th out of 29 European countries in the league table of electrification. We are ahead of the former Yugoslav Republic of Macedonia, Latvia, Estonia, Greece and Lithuania. Wales and Albania were the only two countries without a single mile of electrified railway.
Why does this matter? It matters because electrified railways are cheaper to run. Electric trains are cheaper to buy. They weigh less, and so put less wear and tear on the network, which in turn costs less to maintain. They require less engine space, and so can accommodate more passengers, which contributes to the capacity issue. They can accelerate and decelerate more quickly than diesel trains. This means that passengers can enjoy faster journey times or that there can be more stops for the same journey time, or that there can be a combination of the two. They are also, of course, more environmentally friendly. Rail electrification is part of the long-term solution in taking cost out of running our railways.
I mentioned earlier that this area has seen a radical change of policy direction. Labour managed just 10 miles of rail electrification in 13 years. That is not even a snail’s pace. In contrast, this Government have announced 850 miles, and we are only halfway through this Parliament. That represents a huge change of scale and ambition, tackling cost and capacity for the longer term.
Mrs Gillan
Does my hon. Friend agree that this Government have also led the way by announcing the electrification of the railway line from London all the way down to Swansea and, more importantly, the electrification of the valleys lines in south Wales, which will mean a great deal to a large number of people? I am pleased to say that those measures are supported by Members on both sides of the House, and I look forward to the projects being completed in due course.
Andrew Jones
I completely agree with my right hon. Friend. This is not just an abstract policy; we are seeing real change on the ground, and there is good news right across the country. As she says, the Great Western main line is being electrified between London and Swansea, along with the valleys lines and the vale of Glamorgan line, which will bring electrification to Wales for the first time. The midland main line is being electrified between London and Sheffield, and that will obviously include Loughborough. A matter of great importance to my constituents in Harrogate and Knaresborough will be the electrification of the TransPennine Express services between Leeds and Manchester. That is just part of the massive rail investment that we are seeing in the north. There are many other projects, and I would like to highlight the complete funding of the northern hub, which will vastly increase capacity between our great northern cities.
Those projects involve major long-term funding decisions. Sometimes, we have been reluctant to take such decisions, but not under this Government. The ministerial team deserves praise for that. However, I cannot resist taking this opportunity to highlight a marvellous electrification opportunity. This is a bit of a local advert, and I thank the Ministers for listening. I am talking about the Leeds-Harrogate-York line. The line has up to 3 million passengers a year, its usage is growing rapidly and it serves an area of high economic activity. The area also has a significant visitor economy. The Harrogate international conference centre attracts more than 300,000 visitors a year, and 500,000 visitors attend the Great Yorkshire show each year. The area is so inadequately served by its rail facilities, however, that less than 20% of its visitors arrive by rail.
Electrification of the line is part of the solution. There is enormous support for the electrification of our line—from all the councils along the route, from the West Yorkshire passenger transport executive and, of course, from all the local chambers of trade and commerce. May I therefore ask the Minister, perhaps a little cheekily, to look at what can be done for the Leeds-Harrogate-York line and to meet me and colleagues to discuss it?
The questions we should be asking today about transport costs are not those in the motion before us. We should be looking at the underlying reasons why we have cost in the system. I think the Opposition know that, which is why they commissioned the McNulty report in the first place. Overall, I completely agree with the desire to cut the cost of travel in the UK, but I will not support the motion because it fails to take so many important issues into account.
I have been talking about rail solutions, but the Government have been taking action in other areas, as well. We should look at the different approach to fuel duty. The last Government increased fuel duty 12 times, and left office with six further rises planned. This Government have stopped them, and as a result motorists are seeing fuel duty 13p a litre lower.
I welcome the Opposition’s interest in delivering value for taxpayers and passengers, but it is a late conversion. As identified in the McNulty report, they left our rail network inefficient. Under the last Government, rail subsidy went up by 337% at a time when passengers saw real-terms fare rises. Bus subsidies went up by 127%, despite real-terms fare increases again. It is only by tackling the underlying drivers of cost that better value will be delivered for taxpayers. This motion does not even consider that, which is why I will not support it.