High Speed 2

Christopher Pincher Excerpts

Tuesday 23rd November 2010 Westminster Hall

[Martin Horwood (Cheltenham) (LD)]

It is a pleasure to serve under your chairmanship, Mr Weir. I congratulate the hon. Member for Wycombe (Steve Baker) on securing the debate. He has put a strong case on behalf of his constituents, and it was also interesting, given his ideology of free market deregulation.

I want to make a couple of points before asking a few questions. The coalition agreement was absolutely right to commit to high-speed rail, which is a potentially incredibly important and transformational project. However, there is no either/or choice between high-speed rail and the conventional railway network. The Government have done extraordinarily well to protect almost the totality of the £14 billion of planned investment in the rest of the rail network during the battles over the comprehensive spending review. With the possible exception of my beloved redoubling of the Swindon to Kemble line, no rail project has been abandoned as a result of the CSR or the commitment to high-speed rail. The hon. Gentleman should be reassured by that.

The bigger picture is the UK’s ability to meet its long-term carbon emission targets, but we need more robust data. Some quite high numbers are being talked about, and we have heard about 23 million tonnes of carbon being saved over 60 years. However, there is a question mark over some of the numbers, given that about 77% of the journeys quoted by High Speed 2 Ltd apparently increase carbon emissions, as 50% of passengers shift from less energy-intensive railway journeys to high-speed rail and another 27% make new journeys. Of course, that probably underestimates the impact on the conventional rail network, given that other people might take up the capacity that is freed up there and we might see a parallel modal shift from car journeys to conventional rail journeys.

The figures also underestimate the impact of the long-term plan, which brings me to my first question. What is the Government’s latest thinking on the long-term commitment to connections to Scotland and the north-east? I might even add Wales and the west. There is clear evidence that there will be a profound impact on aviation over those longer distances—they are longer than the initial London to Birmingham stretch. A company called Travelport, which owns two of the four back-office systems that support airline and high-speed rail bookings around the world, has suggested to me that in the first month after the introduction of a high-speed rail link over such a distance, one third of the air travel on the same route vanishes, and that aviation drops by two thirds within three months. If that is true when we eventually have longer high-speed rail links in this country, it will have a profound impact on our carbon emissions.

[Christopher Pincher (Tamworth) (Con)]

Does my hon. Friend accept that air traffic north to south is already falling, so we should not expect a massive decline in air travel as a result of building High Speed 2?

[Martin Horwood]

I am not sure that that is right. I must confess past sins. I used to work for a marketing agency that had clients in Scotland and I am afraid that I regularly took the team on a flight up to Edinburgh. I am now very guilty about that, and it was probably very carbon-inefficient, but the truth is that high-speed rail could have a massive impact on such business journeys, on recreational travel and on other connections between Scotland and London. All the evidence from other parts of the world is that that impact is quite consistent.

Turning now to my questions, I want to ask first about the status of the Heathrow interchange in the Government’s plans. If one is trying to reduce carbon emissions, it seems illogical to make sure that people can get to airports even more efficiently, so I do not see the Heathrow interchange as particularly important. The fact that it is being retained even as a long-term objective or possibility might militate against the option pointed out by the right hon. Member for Holborn and St Pancras (Frank Dobson), who spoke of the logic of a connection between High Speed 1 and High Speed 2.

Secondly, I would urge sensitivity to local issues. Caroline Pidgeon on the London assembly has raised the issue of houses in London that might be only a couple of metres above the tunnel when it is eventually built. Even though those houses are built on London clay and often do not have deep foundations, the householders do not appear to have access to the hardship fund. I would welcome the Minister’s latest thoughts on that.

Finally, there is the issue of planning. I have long been an advocate of a democratic planning system. I have made the case for such a system to people who propose nuclear power stations and, for consistency, even to my friends in the wind energy industry. However, it is a bit more difficult to take a site-by-site approach with a long railway route; we cannot just take out Berkshire and expect there to be no impact on the rest of the network.

In that respect, I commend to hon. Members and Ministers the words of the Campaign to Protect Rural England, which has taken an enlightened approach to this issue. It points out that High Speed 1 runs through the Kent downs area of outstanding natural beauty, adding:

“Noise from trains is barely noticeable compared to the background noise of traffic, while earth mounds and wooden barriers help conceal the line itself…No stations are proposed for HS2 between London and Birmingham, so like the Central Railway proposal it would not offer local benefits. HS2’s trains are likely to whoosh past in seconds unlike noisy diesel freight trains proposed to trundle along the Central Railway, so the noise impacts should be less but this still would mean ‘something for nothing’ for the communities it would pass through.”

The “something for nothing” argument is important. The CPRE suggests that a number of benefits could be built into the long-term scheme. It says that “Electricity pylons” could

“run along much of the route including in the Chilterns AONB and these could be undergrounded next to the track…Low noise surfaces could be installed on local roads to improve tranquillity…New and improved Rights of Way and Open Access Land could improve outdoor opportunities around the path of the route”.

It makes many other suggestions for improvements that would benefit people along the route as this important project is put in place. There may be environmental consequences—there is no escaping that—but the bigger picture is important. As I said at the beginning, this could be a transformational project, very important for our long-term goal of reducing carbon emissions, and one I strongly support from the Liberal Democrat benches.

[Dan Byles (North Warwickshire) (Con)]

As we do not have much time, I will be brief. I congratulate my hon. Friend the Member for Wycombe (Steve Baker) on securing this important debate on a topic that is causing a great deal of concern up and down the route. We need to ensure that it causes more concern in the rest of the country, where people do not have the route coming through their back gardens and therefore do not realise how devastating it is going to be to communities and families.

The route will have a potentially devastating impact on my constituency of North Warwickshire. We face the prospect that the line as it runs in to Birmingham from the main line will branch off in my constituency, causing a huge amount of devastation to the villages of Gilson and Water Orton. The main line will continue further north, causing severe impact on the town of Coleshill and the village of Middleton. Potentially even more worrying, if the Y-shaped route happens, we might end up with the junction in my constituency, probably tripling the amount of blight and devastation in North Warwickshire. We do not know exactly where the Y-shaped junction is going to be, but there is a great deal of concern throughout my constituency. If the Y-shaped junction does end up in my constituency, it will probably be the single most affected in the country as a result of the route.

[Christopher Pincher]

Does my hon. Friend not agree that we need to know as quickly as possible where the Y-shaped route is going to diverge, so that residents in our part of the world—I represent Tamworth, just up the road from North Warwickshire—can begin to make dispositions as they see fit?

[Dan Byles]

I entirely agree and thank my hon. Friend. He and I have neighbouring constituencies and we are working closely together on this. We are watching closely, because if the Y-shaped junction is not in my constituency, it is likely to be in or close to his. People need to know about this issue. Knowing one is going to be devastated by something is one thing; believing one might be but not knowing is even worse. There are people on a route that appeared briefly on one map—with a dotted line that disappeared from subsequent maps—who were effectively blighted, but who were unable to take part in the exceptional hardship scheme or any other compensation scheme. They are blighted through uncertainty, not through an actual line on a map. It is important that that topic be addressed as quickly as possible.

However, I am going to be brief so that someone else can say a few words. I want to make two pleas to the Minister. The first concerns the exceptional hardship scheme. I ask her to look in detail at what has happened so far—at those who have been approved and those who have not—and satisfy herself that the current scheme is transparent and working properly. I have had constituents refused under the scheme, and who were given reasons that were not listed as factors on any previous document or in the frequently asked questions relating to the scheme. That suggests that the scheme is not transparent and that to a large degree, the panel is making it up as it goes along. It is fundamentally wrong for people, having looked at the published documentation and believed that they ticked all the boxes, to then be turned down on criteria they did not even know were to be considered.

--- Later in debate ---

[Dan Byles]

I entirely agree that it is a rule-of-law issue, and it is also a moral point. People understand that Governments need to make difficult decisions such as this, but they have to make them within a framework that is open, transparent and understandable. If it looks as though decisions are being made in a murky way, that completely undermines what the Government are trying to do. By definition, people applying under the exceptional hardship scheme are going through a difficult time. I urge the Minister to look at how it is working and to point out to the panel that it is not there to be a hard-nosed gatekeeper, but to implement a clear and transparent process in a neutral and even-handed way.

[Christopher Pincher]

Of course, there are many people who qualify for the exceptional hardship scheme but whose homes are blighted by the prospect of the railway, and by its actualité if it is built. Does he not think that the cost of that extra blight—which means that homes cannot be sold, so stamp duty is forgone by the Treasury, as is the spending power of the people who cannot sell their homes or who sell at a lower price—should be factored in to the business case?

[Dan Byles]

I entirely agree. Getting the compensation right is every bit as important as getting the details of the route right. In many ways, it would be far cheaper. The sort of figures we are talking about for compensating people are dwarfed by the sums involved in building the railway scheme. I urge the Minister, do not be cheap when it comes to compensation. If we have to do this and blight people’s lives, compensate them adequately. That is really important.

My final plea to the Minister is, will she please bash some heads together at HS 2 Ltd and tell it to stop refusing requests from local councils to come and brief officers and members? The chief executive of the council in my constituency, North Warwickshire borough council, has just written an uncharacteristically strongly worded letter to HS 2 Ltd expressing his deep disappointment that before the general election, it had agreed to come and brief officers and members, but said running into the election that it was then in purdah and could not do it. It is now a long time since the general election and it is still refusing to brief the council. Local borough and county councils need to understand what is happening in their areas. They do not and they are not getting the help they need from HS 2 Ltd. It might be a little over-dominated by engineers; it needs some people who can explain, communicate and listen.

Those are my two pleas to the Minister. Will she please look at the exceptional hardship scheme and compensation, and satisfy herself on those matters, because I do not think the system is working fairly? Secondly, please tell HS 2 Ltd to engage more, particularly with local borough and county councils.

--- Later in debate ---

[Andrew Gwynne]

When Labour was in Government it was always envisaged that the high-speed lines would eventually connect with Scotland. In the long term, that will be crucial to the economies of Scotland and the English regions.

The new network would overcome some of the limitations of the old network, which has three separate and poorly interconnected main lines, each with own its London terminus. An important factor is that the high-speed network would enable key local, national and international networks to be better integrated. In particular, including an interchange station with the new Crossrail line just west of Paddington on the approach of the high-speed line to central London would greatly enhance the benefits of both Crossrail and the high-speed line. A Crossrail interchange station could deliver a fast and frequent service to London’s west end, the City and docklands. The total journey time from central Birmingham to Canary Wharf could be just 70 minutes.

A boost to the west midlands economy is anticipated to the tune of £5.3 billion a year, and to that of the north-west of £10.6 billion a year at today’s rates.

[Christopher Pincher]

The hon. Gentleman said that there would be a benefit to the west midlands. Is he aware that I asked a parliamentary question of the Department for Transport in order to ascertain what the benefits would be to Staffordshire? The Department responded that it had made no such analysis.

Oral Answers to Questions

Christopher Pincher Excerpts

Thursday 22nd July 2010 Commons Chamber

[The Minister of State, Department for Transport (Mrs Theresa Villiers)]

I know that the local authorities are working hard on this project and have engaged Network Rail to do some important work on it. I very much appreciate the benefits that it could deliver, particularly when tied in with development proposals, if they go ahead. I am keeping a close eye on that. The hon. Gentleman will not be surprised to hear that I cannot give him guarantees on funding at the moment because of the state of the public finances. However, I know that the local authorities are taking this very seriously.

[Christopher Pincher (Tamworth) (Con)]

T4. Does my right hon. Friend agree that although high- speed rail services are important to our economy, many communities along the route, whichever may be chosen, will be adversely affected, including some communities in my own constituency? Will he therefore agree to mitigate, as far as he can, the impact on those communities, and will he also agree to—