High Speed 2

Jeremy Lefroy Excerpts

Wednesday 12th September 2018 Westminster Hall

[Jeremy Lefroy (Stafford) (Con)]

It is a pleasure to serve under your chairmanship, Mr Howarth. After the excellent speech from my hon. Friend the Member for Stone (Sir William Cash), I will not go into a lot of detail but will concentrate on two matters: the overall cost and implications, and some specific problems relating to my constituency.

My hon. Friend has already referred to the rising cost of HS2. The latest estimate we have seen is at least £80 billion—that was from Michael Byng, whom I have met and whose work is based on the standard method used by Network Rail to cost its projects. That estimate is approximately 50% more than the one the Government have used in their arguments for the Bills to approve HS2 so far. Such a sharp rise in costs would have a serious impact both on the rate of return of the project and on public finances. It would also make it by far the most expensive railway in the world and by far the largest infrastructure project in Europe.

It is surely time to at least pause the project and conduct a proper costing, so that Parliament knows what we are committing to. HS2 has more information now than it did two or three years ago, when it arrived at the £56 billion figure. It is incumbent on the Government to bring the issue back to Parliament, because we need to know the facts. It may well be that Parliament nevertheless approves a project costing 50% more—that is Parliament’s prerogative—but it is up to Parliament to make that decision, given that the figures are likely to be so different now from what they were when the project was originally put before us, certainly at phase 1 if not at phase 2a.

During that pause, we could look at alternatives as well as the costs of the proposed plan—alternatives for improving capacity and reliability on key routes around the country, especially for Scotland, Wales and all the English regions, so that we have a fully integrated proposal for the future of our rail network. In the case of the north of England, as the hon. Member for Blackley and Broughton (Graham Stringer) mentioned, a fast east-west link should be made a priority.

The problem with HS2 is that it was specified as a solution before the needs had been properly identified. It also assumed that we had to have a train capable of 350 to 400 kph because that was becoming a standard elsewhere. However, rather than looking to France, Germany or China, where distances between major population centres are greater, we should perhaps look to Switzerland, where intercity speeds are comparable to ours and where there is a highly regarded, reliable railway. Speeds of more than 200 kph are already achieved on some of our lines and are perfectly adequate. We need to make those speeds standard across far more of our network, rather than increasing the gap between HS2 and the rest of it. We have one chance to get this right for the coming decades, because once HS2 is fully committed to, there will be little or no financial capacity for an alternative approach. It is surely worth pausing and developing a full national rail plan based on capacity, connectivity and reliability, rather than speed.

In previous debates and in my petitions, I have raised a number of concerns about the way my constituents have been dealt with. I will repeat the most significant of those. No one should be prevented from moving home as a result of the blight caused by HS2. My constituents’ experiences have been mixed. Some have been assisted well—quickly and efficiently—by HS2, but others have had lengthy delays and unreasonable refusals. Constituents have been told that their long-held plan to downsize once their children have left home is not a good reason to sell. That is not acceptable.

I am also increasingly concerned about the sheer quantity of additional land that HS2 aims to take over or compulsory-purchase in addition to that specifically required for the route. Just last week, a constituent told me that some lovely woodland near the River Trent, which he has been rehabilitating, is now required for a depot. There is also the question of properties that have been purchased by HS2 remaining unoccupied in some villages. I know the Minister takes that seriously, and I ask her to look at the current situation.

I return to the need for the Government to bring the question of the cost of HS2 back to the House in a transparent manner so we can judge again its cost-effectiveness, the business case and whether our public finances can afford it now that circumstances have changed.