HS2 Funding Referendum Bill
Debate between Frank Dobson and Cheryl Gillan(9 years, 10 months ago)
Commons ChamberRead Full debate Read Hansard Text Read Debate Ministerial Extracts
Frank Dobson
Yes, indeed.
Apart from those who are paid supporters of the scheme, it has virtually no supporters. When I say “paid supporters”, I am including some of the civil engineering advisers and consultants who are producing reports in favour because they are paid to do so. There is a danger that they are damaging the reputation of British civil engineering consultants.
Mrs Gillan
People watching these proceedings will probably be remarking that there are not many MPs in the Chamber, but historically we do not get many people here on Friday morning for debates on private Members’ Bills. Is it not remarkable that so far there have been no interventions in support of this project on which £50 billion of taxpayers’ money, at the very minimum, is being spent? I am sure that the Front Benchers will support it, but no other voices have rushed here to do so.
Frank Dobson
That is so. I think that the right hon. Lady is probably regarded as being in the south-east, where 51% are against and 30% are in favour. In the London area, 48% are against and 34% are in favour. And so it goes on. The supporters of every political party are, on balance, against.
Frank Dobson
Indeed. When the capacity argument fell through—the proponents threw in the towel—they turned to economic growth. However, if they look at virtually all the foreign experience, they will see that when a high-speed line is put in to a capital city, that capital city sucks in business and jobs from the other places on the line. That is significant to those who live in smaller towns near the cities where HS2 stations are proposed, because there is considerable evidence that those smaller towns will lose business to them. If a station is built in Manchester, towns in Rochdale, Oldham and other surrounding areas could lose trade, jobs and prosperity to Manchester. That might be okay for Manchester, but it would not be too good for Greater Manchester.
Rail improvements are needed in the north of England. The time it takes to travel from York to Manchester and from Leeds to Liverpool is a disgrace. High Speed 3 is now being talked about, but I think there would be a bit more support for High Speed 3 if it became High Speed 2. A lot of local services in the north of England need to be improved, as well as the interconnections between the big cities.
People talk about the economic benefits that High Speed 2 will bring to cities in the midlands and the north. The cost will be £50 billion and it is intended that five cities will benefit: Birmingham, Nottingham, Sheffield, Leeds and Manchester. As I suggested in one debate, if that £50 billion were split between those cities, giving them £10 billion each, and the people of, say, Manchester and Sheffield were asked in a referendum what they would do with their £10 billion, the chances are that they would not say that the first thing they needed to do was to club together for a high-speed railway. That would be pretty unlikely. Perhaps there should be local referendums.
Some of us are decried for being neanderthal and opposed to progress. People say, “What about the wonderful progress that was made by the great railway entrepreneurs of the 19th century?” A lot of those projects in the 19th century were characterised by bankruptcy, fraud, deception, thieving from shareholders and God knows what else. George Hudson of the Great Northern railway invented the Ponzi scheme about 100 years before Ponzi was born.
Those entrepreneurs did get the things built—that is a fair point—but if we want to rely on 19th-century examples, and if High Speed 2 is such a good idea that it could be put to a referendum and people would agree to it, surely we should be asking why the private sector is not desperate to build this new railway. Why should the taxpayer have to find the money, when historically in this country it is not the taxpayer who has done so? There seems to be no rush to come up with the dosh privately to invest in this scheme. Perhaps that is because outfits such as the Institute of Economic Affairs and the Institute of Directors—not organisations I usually quote, I freely admit—think that it is a total waste of time. Broadly speaking, they think it is crackers.
That brings me to the most recent report of the Public Accounts Committee, to which the hon. Member for Christchurch (Mr Chope) referred. To say that it is a lukewarm endorsement of High Speed 2 is to wildly exaggerate the Committee’s enthusiasm for it. I need my glasses to give you the full benefit of the report, Madam Deputy Speaker. It says:
“The Department for Transport is responsible for a number of ambitious, expensive transport infrastructure programmes including the planned High Speed 2 programme. We are not convinced that these programmes are part of a clear strategic approach to investment in the rail network… The Department told us it will deliver the full High Speed 2 programme within its overall funding envelope of £50 billion.”
For a start, it is not £50 billion, because HS2 admits that if the scheme were to work, Euston station would not be able to cope with the extra passengers and would be overwhelmed. Crossrail 2 would then be needed, at an additional cost of £20 billion. If the scheme were to work—if all the optimistic prognostications of those who are in favour of it came to be—it would require a further £20 billion. Quite frankly, it is deceptive of the Government and High Speed 2 to talk about £50 billion. Usually, they do not even like to talk about £50 billion: they talk about £43 billion and then reluctantly admit that they need another £7 billion for the locomotives—it was perhaps going to be a train-free railway at one time—and we have to bear that point in mind.
I want to express my own views and those of the people who live in my constituency. Crossrail 1 is causing a bit of trouble here and there, but, broadly speaking, people have been willing to go along with it. Originally, the proposal for the channel tunnel link was that it should come into a huge concrete box under King’s Cross station. The sort of people who are now proposing HS2 said, “This is the only way to do it. There is no possible alternative. We are the experts. We know everything.” They ended up having to admit to a Committee of this House that was considering the Bill that their concrete box was too short for the proposed train. That was the quality of thought that went into the proposal.
When I first suggested to the planners that the best thing to do would be to use St Pancras station, which was grotesquely underused, I was treated like a total idiot: “Pathetic! How could he possibly come up with such a silly idea when our concrete box under King’s Cross is a masterstroke?” They eventually abandoned the masterstroke and we now use St Pancras station. I am pleased that if someone gets a train from St Pancras to the Gare du Nord, they really know that Britain is best, because the Gare du Nord is horrible and St Pancras is a credit to everybody except the railway planners, because they were not in favour of using it originally.
Similarly, despite the problems that have been caused in my area, there has been, broadly speaking, full support from nearly everyone there, including myself, for the massive improvements at King’s Cross station, all of which were started under the Labour Government, with the support of myself and local people.
I believe that it is necessary to say to Parliament, “Look, you are letting people down.” The proposals are a disgrace: they are amateurish and grotesquely expensive. Parliament has not been doing its job properly. I mean no criticism of the people who are serving on the legislative Devil’s island that is the Committee stage of the hybrid Bill. Those people should, at the very least, receive double salaries and free passes on the railways for ever. Our procedures let people down and do not reflect the views of people in this country.
Mrs Gillan
Would the right hon. Gentleman also like to mention in dispatches the excellent Clerk, who is doing a first-class job for that Committee and has gone a long way to ensuring that people feel that they have been or will be listened to?
Mrs Gillan
I do apologise; I meant no disrespect. If my right hon. Friend realised how unpopular this project was, he might not make the speech he is about to make. I recall that while I was driving—I think I was listening to “Any Questions”,—one of the questions involved HS2. The audience on the radio booed, and I thought, “Well there’s a popular project for the Government to pursue, particularly in the light of its so-called limited cost.” This project has not captured imaginations up and down the country, and it is certainly not held dear by the people I talk to, including those way beyond being affected directly by the line.
The trouble is that HS2 is slipping under the radar in many ways. The organisation led by Buckinghamshire county council is an amalgam of many other organisations and, as I said earlier, it has called itself “51m”, because the equivalent cost of HS2 at the moment, if spread among our constituencies, would give each Member £51 million to spend in those constituencies. The right hon. Member for Holborn and St Pancras said that if we gave £10 billion to the five cities, they would not immediately club together and want to build HS2. In the same way, if constituencies up and down the country received £51 million, they would not immediately club together to build HS2.
Like the right hon. Gentleman, I wanted to find out what people thought about HS2, so I went along to the Institute of Directors. In Transport questions last March, I raised that issue because the IOD—the very business people to whom the project is supposed to appeal—surveyed more than 13,000 directors for its spring report last year to get their views on HS2. More than half those directors thought that HS2 was poor value for money, and more than 60% thought that the budget earmarked for the project would provide a better return if it were used to improve existing road and rail networks. Frankly, when our business community comes out against a project to that extent, I do not understand why the Government do not listen. I am not afraid of asking people what they think, and neither are most of my colleagues in the House. I therefore believe that the proposal for a referendum is well made and should be put, not least so that the business community can express its views.
It is all very well for the companies that are already earning highly from the project. I was amazed at some of the sums that have already gone to potential advisers and contractors on this project, all of which have been printed in Hansard in response to questions—I will not go into the details of the companies, but they are there if people want to look at them. Those companies are in favour of the project, as are Manchester and Birmingham, which see vast swathes of taxpayers’ money coming in their direction. Sir Albert Bore and Sir Richard Leese will be absolutely delighted and will put pressure on Labour Front Benchers to go along with the proposals, because taxpayers’ money will go into those Labour-controlled authorities, but what does that say to the rest of us?
Frank Dobson
Even in Birmingham there are doubts. There is a site called Washwood Heath. Everybody in Birmingham ranging from the far-left Trots to the chamber of commerce was in favour of redeveloping it with about 3,000 modern jobs in IT and bio-engineering, but—lo and behold—HS2 says, “Tough. We need it for some sidings. Total employees: 30.”
Mrs Gillan
The right hon. Gentleman is right. A constituent of mine who owns a business in the Birmingham area will be adversely affected by the project. He will have to re-site a profitable factory, which will involve losses and a great deal of interruption to the business.
It is five years since the announcement of the project. Its genesis has been well documented by other hon. Members, including in this debate. We are five years in and we do not know what the costs are. Inevitably, those costs are rising. In 2009, the costs for HS2 were identified as £16 billion. A year later, they went up to £29 billion. By 2010, they were £32 billion. As everybody knows, the costs now stand at £50 billion, particularly if we want the luxury of a few trains running up and down the lines.
What worries me is that I do not believe the costs will stop there. First, there is the unknown quantity of Euston and the implications, which could run into millions, nay billions, of pounds if the right hon. Member for Holborn and St Pancras is to be believed—and he is to be believed.
There are unforeseen costs after that. For example, I am not convinced that the countries that make up the United Kingdom will not press for Barnett consequentials on that spend, not least because, as I know, there was a dispute with Wales on whether Barnett consequentials would be applied on the transport elements of the Olympics and the Olympics project. It was decided that the transport spend elements would be Barnettised, and therefore extra funds had to be found to pass to Wales and Scotland and so on. The first phase of HS2 is Birmingham to London. There is a powerful argument to make, and there is no reason to think that more funds will not have to be found to deliver those Barnett consequentials to the other countries that make up the United Kingdom.
Naturally, the costs have risen. As I mentioned, the costs quoted are at 2011 prices. I sit on the Select Committee on Public Administration. Last week, the Treasury permanent secretary was before us. During the course of our investigation, I asked him about the costs of HS2 and pointed out that we were dealing in 2011 prices. I have asked him for an up-to-date costing of the project, which I believe he has agreed to provide by means of a letter to the Committee. I hope that, very shortly, the House will be better informed as to the real costs—the costs as of today’s date. It is hard for people to understand the full implications of the costs of the project if we do not keep pace with current prices.
The assumptions that have been made about the benefits of the project are grossly overestimated. The benefit-cost ratio for phase 1 of HS2 has dropped to 1.4 from 2.4, as it was when the first business case was issued. For phase 2, the ratio stands at 2.3, which is down from 4. One thing is not highlighted: the business case includes an £8.3 billion cut to existing inter-city services. When HS2 was first announced, my colleague the Foreign Secretary, who was Secretary of State for Transport, said it would be necessary to “seriously review the viability” if the BCR dropped below 1.5. That has happened, but as far as I know there has been no review. The reliability of the assumptions are widely questioned, but in a project of that size that will cost the taxpayer so much, we need to be certain before we press ahead.
If we strip out from the assumptions the questionable elements—for example, the overvalued benefits of the reduction in journey times, which are questionable because people do valuable work on trains—we calculate that the more realistic BCR is 0.5. If that is the case, the project will be one of the poorest value for money projects that this country has ever seen. It compares unfavourably with many other infrastructure projects. Many road improvements have BCRs of as much as 10. The optimised alternative to HS2 originally proposed by “51m”, the group of councils that have lobbied against HS2, had a BCR of 5.
Basically, by anybody’s reckoning, the project is based on dodgy assumptions. We do not know the real costs. It is five years in, but we do not have the final route and the final plans. We do not know what the risks entail. It bears repeating that the Major Projects Authority was set up to identify the risks of such projects. As far as I was aware, it was supposed to be transparent. As I understood it, we were going to be one of the most transparent Governments ever. Those reports, which we know are classified as amber/red, have not been released. I repeat that it is not right or proper that the House can be said to have scrutinised the project properly on behalf of our constituents and the taxpayers if the Committee that considers the project Bill in detail does not have access to the clearly identified risks laid out by the Major Projects Authority. If Members of the House are not allowed to have them, members of the Committee at least should have them. If the project is to be done, it needs to be done properly. People need to see that each of those risks has been addressed by the Government, and by HS2 Ltd or whatever organisation delivers the project.
Mrs Gillan
As far as I am concerned, it is “Don’t do as I do, do as I say.” We are always dictating to the banks and corporations that they must have transparency in their dealings, but we are not doing it ourselves. I find it rather disturbing, and it is certainly not fair on my constituency and the other constituencies that are going to pay the ultimate price for the delivery of this project if it goes ahead.
If one is going to put in a piece of infrastructure that disrupts an area of outstanding natural beauty—that is, an area of the country that has been nationally designated as something that is precious—it is not right that it should only be half protected. I am very grateful to my colleagues, because following my representations I was able to increase the tunnelling that protects my constituency. It was originally to come out in the middle of a football field at the back of old Amersham. I was able to persuade the then Secretary of State for Transport that we needed more tunnelling. I envisaged that that tunnelling would carry on to the end of the area of outstanding natural beauty, but it was moved to a place called Mantles Wood. There is no logic for why it should come out at Mantles Wood. If we are going to spend this money, I think it should go to the end of the AONB, so that that nationally designated area of the country is fully protected.
Frank Dobson
I think the right hon. Lady will confirm that she was present when our colleague, my hon. Friend the Member for Penistone and Stocksbridge (Angela Smith), asked Sir David Higgins about the fact that they were going to tear through two bits of ancient woodland in her constituency. He reassured her that it was all right, because they would replant it!
Mrs Gillan
The depth of ignorance knows no bounds in some instances. I am very depressed by the fact that people actually believe that one can replace ancient woodland. I have worked with the Woodland Trust. When I was first elected, Penn Wood in my constituency was one of the first major woods that the trust purchased and saved for posterity. The complexity of ancient woodland, with its soil and the way in which it is made up, cannot be replaced. We can have substitute woods put somewhere else, but they can never be replaced. Once they are gone, they are gone for ever. I am grateful to the right hon. Gentleman for that intervention.
If one is going to spend £50 billion and disrupt the lives, businesses and homes of a number of people, money ought to be spent fully on compensation, as well as on protection of the environment. If one cannot afford to compensate people properly, as my right hon. and learned Friend the Member for Beaconsfield said, it is a crying shame, because they are paying not once through their taxes but twice with the blight. It is unfair that the burden should fall disproportionately on those nearest to the ultimate route.
Another aspect that worries me, and which the Bill plays to in putting a referendum on this project before the people, is that I do not feel new technology and developments have been taken into account fully. I put a question to the Department for Transport on whether the impact of driverless cars had been taken into account when looking at the future development of the railways and other forms of transport. The written answer came back that they had not been taken into account, but that a study was going to be carried out. One cannot go ahead with a costly project over such a long period of time without looking at the impact of new technology. When I first came into the House, my secretary worked on a golf ball typewriter. I now carry with me an iPad on which I can FaceTime the world—all my e-mails come in and I can go on Twitter. The change in technology over 20 years has been absolutely phenomenal. That is the time scale of HS2. There will be all sorts of developments, not least if we can finally get good, first- class, rapid broadband into all parts of Buckinghamshire and all points north, east, south and west. There are going to be changes to business patterns, patterns of travel and style of travel. It is important that we look at horizon planning holistically before we commit to this sort of expenditure, and that we give people the chance to say what they want through a referendum, as envisaged in the Bill.
The Public Accounts Committee report was quoted extensively by the right hon. Member for Holborn and St Pancras. He produced the summary, which is exactly the part I had underlined to read out to myself. What struck me is that the Department takes a piecemeal approach to rail investment. That is one of the most damning aspects of the report. It is important for the Department to go back to the drawing board and do some real horizon planning across the whole piece, looking at all our methods of transport, interoperability and connectivity. Otherwise, the white elephant that has been adopted as a sign by the anti-HS2 campaigners, will come to fruition. The PAC and the National Audit Office have consistently criticised the project, and that counts for a great deal. The NAO and the PAC are set up to scrutinise the type of expenditure envisaged here, and to tell it warts and all. The PAC is a cross-party Committee, so there is no political bias. Once again, it is not being listened to seriously at the highest levels of Government.
I will not go on for much longer, but I will leave the last words to my constituents. I have received literally hundreds of e-mails about the Bill. My hon. Friend the Member for Christchurch has been mentioned in dispatches many times. E-mails have come not just from my constituents; they have come from around the country. Many people would like the Bill to come to fruition, although I know that at this time of the electoral cycle we do not have much hope of it going any further. I will leave it to my hon. Friend to decide what he wants to do with it.
High Speed 2 (Compensation)
Debate between Frank Dobson and Cheryl Gillan(10 years, 1 month ago)
Commons ChamberRead Full debate Read Hansard Text Read Debate Ministerial Extracts
Mrs Gillan
The hon. Gentleman has made a very valid point, and I shall say more about it shortly.
There are problems with the current compensation proposals. They will compensate only about 2% of those who live within 1 km of HS2, or within 250 metres from a tunnel. As the hon. Gentleman has just pointed out, despite widespread evidence of blight, the vast majority of people affected by HS2 will not be compensated fairly, because the Government have consistently linked the scheme to distance from the line and have ignored the wider effects. HS2 Action Alliance has calculated that only about 172,000 people will receive any kind of compensation, although more than a million live within 1 km of HS2 and many are being adversely affected.
Frank Dobson (Holborn and St Pancras) (Lab)
In my area, around Euston, people will be living next to the biggest construction site in Europe for 10 or 15 years. They will be living within a yard of the works. However, they will be entitled to no compensation at all. As the right hon. Lady will know, uncertainty is a major source of blight. The revised proposals for Euston were supposed to be presented next month, but that has now been postponed until after the general election.
Mrs Gillan
The right hon. Gentleman and I have stood shoulder to shoulder across the House on this issue. There is no party divide on it. I know that my right hon. Friend the Member for Uxbridge and South Ruislip (Sir John Randall) is similarly concerned, as are many other colleagues. The point is well made.
According to estimates in data commissioned by the Government from PricewaterhouseCoopers, the average loss to a homeowner is 20% up to 500 metres from the line, 30% up to 300 metres away, and 40% up to 120 metres away. Moreover, that blight is not temporary. PwC says that it will be at its worst until at least 2023. The Government have failed to recognise that, or the fact that the scale of suffering extends well beyond the line itself.
As things stand, there is not even sufficient compensation for those living above tunnels. HS2 Ltd believes that home owners are not unduly affected by tunnels, but my right hon. and learned Friend the Member for Kenilworth and Southam (Jeremy Wright), for example, informs me that the property market in his constituency tells a very different story. There is no compensation for those affected by construction, although it will inevitably be very extensive in impact and duration. Constituents of my right hon. Friend the Member for Aylesbury (Mr Lidington) in Wendover and Stoke Mandeville live very close to the safeguarded area and the proposed construction sites, but they do not qualify for compensation under the boundary rules. It is grossly unfair that they should be expected to endure the disturbance of construction and operation as well as putting up with a loss of value to their properties unless they can prove an exceptional need to sell. Some of my right hon. Friend’s constituents say that estate agents simply refuse to place their properties on the market and that potential purchasers have been refused any mortgage on properties because of HS2. This is emblematic of the broad injustice of the current compensation measures.
The compensation schemes announced and operating to date are also problematic. The exceptional hardship scheme and the need to sell schemes have been arduous and complicated for many of our constituents, and in my view they are often wholly unjust. The lack of consistency in the decision-making process has been incredibly frustrating for those involved, and the accuracy of valuations has been the subject of contention in many areas. There has been little transparency in this process. The latest proposals—the alternative cash offer and the home owner payment—offer poor value to the taxpayer and involve arbitrary sums that bear little relation to the actual loss suffered by the individual.
High Speed Rail (London – West Midlands) Bill
Debate between Frank Dobson and Cheryl Gillan(10 years, 2 months ago)
Commons ChamberRead Full debate Read Hansard Text Read Debate Ministerial Extracts
Frank Dobson
Although I understand the concerns of people who are directly affected by the propositions that are not quite before us this afternoon, my principal concern is the application of the Standing Orders to what is proposed and likely to be proposed at Euston, which will be the biggest building and engineering project in Britain for many a long year. Its impact will be phenomenal and I believe that it is wholly inappropriate for the Government to try to use such a procedure to push through changes on that scale and with such an impact.
Mrs Gillan
I am increasingly worried about the process. My right hon. Friend the Member for Meriden (Mrs Spelman) just said that in her letter she had been informed that four sites were subject to these additional provisions and changes, but the document issued to me at 1.30 today shows only two changes for Meriden. That reinforces the fact that there is a lack of clarity about the detail and there seems to be some confusion about what changes are being referred to the Committee. With a project of this size, we cannot afford such discrepancy.
Frank Dobson
Again, I sympathise with the right hon. Lady, because nowhere has been subjected to the absolutely stupendous incompetence of HS2 more than my constituency. HS2 proposed a link with HS1. Everyone said that that was crackers, HS2 said it was wonderful and then it had to drop it. HS2 proposed the lean-to engine shed proposal. Lots of people said that that was crackers, HS2 said it was the only thing it would be possible to do and that it would be extraordinarily expensive to have a full development of the whole station—and lo and behold, that is what is now being proposed. No apology has been issued to anyone, as far as I know, for this stupendous incompetence and ridiculousness. I understand that when an environmental statement is eventually issued, the consultation period will run concurrently with the petitioning period. That seems to me to be extremely unfair.
Let me explain the difference in scale between what is being formulated now and what is in the Bill. The works at Euston in the Bill were going to cost £2 billion, but HS2 let slip at meetings that it is now thinking in terms of £7 billion. Even a fellow Yorkshireman like the Minister would admit that that is a few bob more. It is people with that grasp of reality who are behind this scheme. In addition, and in a further source of perturbation for my constituents, HS2 now says that the new Euston, when finally completed and in operation, would not be able to cope with the increased number of passengers without the building of Crossrail 2 to help take passengers to and from Euston, at an additional cost of £20 billion. Will that be included in the new environmental statement and will it be subject to petitioning?
High Speed Rail (London - West Midlands) Bill: Select Committee
Debate between Frank Dobson and Cheryl Gillan(10 years, 7 months ago)
Commons ChamberRead Full debate Read Hansard Text Read Debate Ministerial Extracts
Mrs Gillan
I am grateful for that intervention. I am using this debate as a vehicle to raise these questions. They might not all be directed at the Front Bench, but I am raising them in this forum because I see no other opportunity for Members to raise them. I take on board what the Minister has said.
Frank Dobson
Does the right hon. Lady recognise that some of the organisations that are said to have advised the Department or HS2 are not necessarily on quite the same lines as the Department or HS2? For instance, we were told that the Institution of Civil Engineers had provided advice on the HS1-HS2 link. It had indeed, but it turns out that it advised against the link. That bit was not mentioned.
Mrs Gillan
One has to be very careful in this game and read the fine print. Even when one reads the fine print, one can be surprised about what one discovers.
High Speed Rail (London – West Midlands) Bill
Debate between Frank Dobson and Cheryl Gillan(10 years, 7 months ago)
Commons ChamberRead Full debate Read Hansard Text Read Debate Ministerial Extracts
Frank Dobson (Holborn and St Pancras) (Lab)
In the ridiculously short time available, I will have to confine my remarks to the impact on my constituency.
I should point out the ridiculous situation whereby the hybrid Bill before the House proposes major works in my constituency, none of which the Government now intend to carry out. The Bill also provides for a link from HS2 to HS1. That ridiculous proposal has been abandoned altogether. The Bill provides for the option 8 design of the station at Euston. That ridiculous proposal, we are told, is shortly to be abandoned, but the design, cost and construction timetable for the alternative to it have not yet been worked out, so there’s nowt to vote on.
The neighbourhoods to the east and west of Euston station and its railway approaches are densely populated with a variety of uses. Most of the streets are overwhelmingly residential. They are home to large numbers of residents living in high densities in settled and varied communities, with a wide range of incomes, housing tenures, jobs, ethnic origins and religions. Most of those residents want to continue to live there. They rightly resent patronising references to their neighbourhood by the much lauded chair of HS2 Ltd and have asked me to remind him and everyone else that where they live is not like the Olympic site. It is not a brownfield site, ripe for redevelopment.
The HS2 project as now proposed would wreak havoc on those neighbourhoods. It would expand Euston station by 75 metres to the west, demolish the homes of 500 people and subject 5,000 more to living for a decade next to the construction site or beside roads that will be made intolerable by the heavy goods vehicles servicing the main site and the 14 satellite construction compounds. No consideration has been given to the cumulative harm that all this would do to the quality of life of my constituents. The proposed working hours regime enables work to proceed at any hour of the day or night. Every little park and play space near the site is to be taken over. Small, locally owned and locally staffed businesses, especially cafes, shops and restaurants in Drummond street, face financial disaster. Between 40% and 70% of their business is passing trade from pedestrians going to and from Euston station, which, for the duration of the works—10 years—will be cut off by a solid, 3.6 metre-high security fence.
The people I represent believe that HS2 should not go ahead. Failing that, they believe that HS2 should terminate at Old Oak Common, at least temporarily, to test its capacity and permit the assessment of any capacity needed at Euston to be based on experience rather than the guesswork used so far.
Frank Dobson
No, I do not think I should.
If the Government insist on Euston, local people want the new station to be designed to fit within the curtilage of the existing station. HS2 has failed to properly appraise such alternatives, including the double-deck down design put forward by local professionals, who also want the bulk of the space created above the station to be devoted to housing that local people can afford or low-cost units available to spin-off companies developing and exploiting products of the biomedical research organisations in the area.
In December 2010, the right hon. Member for Runnymede and Weybridge (Mr Hammond), then Transport Secretary, told the House:
“it is right and proper that individuals who suffer serious financial loss in the national interest should be compensated.”—[Official Report, 20 December 2010; Vol. 520, c. 1207.]
That promise has not been kept. The arrangements for compensation in my constituency are infinitely worse than those in the rural areas. Right-to-buy leaseholders—Mrs Thatcher’s children—will get compensation, but not enough to buy an equivalent property in the area. People living next to the site—within 5 metres, not 500 metres—whose houses are not demolished will not be entitled to a penny of compensation. That is ridiculous. Neither financial nor practical mitigation measures are being offered to enable the diverse communities in Euston to survive 10 years of turmoil. They do not object to the railway; they object to 10 years of destruction.
High Speed Rail (Preparation) Bill
Debate between Frank Dobson and Cheryl Gillan(11 years, 5 months ago)
Commons ChamberRead Full debate Read Hansard Text Read Debate Ministerial Extracts
Frank Dobson (Holborn and St Pancras) (Lab)
HS2 will unleash havoc on Euston, Primrose Hill and Camden Town in my constituency. It will demolish the homes of about 500 people and blight the homes of at least another 1,000. One local park will disappear for ever; another will be a building site for 10 years or more. The project will prevent the much-needed reconstruction of Euston station, which was intended to provide around 1,000 new flats for local people. It has already delayed plans to rebuild a local convent school. The link to HS1 will subject Primrose Hill and Camden Town to large-scale engineering works, mainly above ground level. Local shops and restaurants will be put out of business; quiet back streets are to become official routes for construction traffic. Yet the compensation and mitigation regime intended for our area is inferior to what has been promised outside London. That cannot be right.
When HS2 was given the go-ahead, we were told, first, that phase 1 would cost £17 billion; secondly, that it would be completed by 2026; and thirdly, that no one would suffer a significant loss. HS2 is backtracking on all three. For a start, as has been pointed out, £17 billion will not provide a working railway, because it does not include the cost of the trains, estimated to be £2 billion—it will be a train-free zone. Nor does it include the cost of the works at Euston needed to allow the already overcrowded tube and local roads to cope with additional passengers and traffic—that is probably another £2 billion. VAT at 20% will come to about £3 billion. The original estimate for HS2 also included £1.4 billion for a spur to Heathrow. The spur has been dropped, but it is not at all clear where the £1.4 billion has gone.
Mrs Gillan
Does the right hon. Gentleman agree that because we do not have the full environmental statement—we have only a draft—we do not know the full cost of any environmental mitigation that may be needed along the route?
Frank Dobson
The right hon. Lady is absolutely right. Recently, HS2 Ltd has been forced to confess that it underestimated the cost of the works at Euston by no less than 40%. We have been asked to write a blank cheque for people who underestimate costs by 40%. On top of that, HS2 Ltd admits that it has to rebuild or strengthen cuttings, embankments and bridges on the north London line and the main line. Originally, it denied that that would be necessary, so it did not provide for it in the initial costings. I remind Members that those costs have soared while HS2 is still at a desk-study stage. God knows what will happen when people get round to practical work on the site.