High Speed Rail (London - West Midlands) Bill

Lilian Greenwood Excerpts

Tuesday 15th September 2015 Commons Chamber

[Lilian Greenwood (Nottingham South) (Lab)]

I thank the Minister for his kind words and for providing advance sight of his statement. It is a true honour to take up the post of shadow Secretary of State and I pay tribute to my predecessor, my hon. Friend the Member for Barnsley East (Michael Dugher). He did an excellent job on behalf of passengers and road users and was never afraid to stand up for their best interests. I am sure that he will perform admirably in his new role shadowing the Department for Culture, Media and Sport at a critical time for that brief.

As a supporter of HS2, I am glad to have the opportunity to speak for the first time in my new role in this debate. I extend the gratitude of my party, and I am sure of the whole House, to my hon. Friends the Members for Bolton North East (Mr Crausby) and for Preston (Mr Hendrick) and the hon. Member for The Cotswolds (Geoffrey Clifton-Brown) for stepping up and joining the Committee. It has now heard several hundred petitions and there is general agreement that it is making both swift and fair progress. It is performing a vital role, improving and refining the project, and its work would not be possible without the professionalism of the Clerks and the contributions of petitioners, including Members of this House. They all deserve our thanks.

I know that a number of Members’ constituencies are affected by the proposals contained in these changes and it is important that they have time to address the Minister, so I shall keep my remarks brief.

We do not seek to obstruct the passage of these provisions, because some of the changes will reduce planning blight for petitioners and provide some measure of certainty for those who live along the route. They also provide an important mechanism for implementing the instructions of the Committee and the outcome of negotiations with petitioners, such as those on the longer Chilterns tunnel.

I know that a number of hon. Members have concerns, and I shall make way for them shortly, but before I do so I want to put some questions to the Minister about the revised proposals for Euston station. They can only be described as a partial proposal for redevelopment. It is clear that the Government and Network Rail have yet to develop an integrated plan for Euston which is, as I am sure Members on both sides the debate will agree, restricted by its inadequate design and compares poorly with the neighbouring terminal stations of King’s Cross and St Pancras. Yet last year the Chancellor said:

“I’m thinking that maybe we should go for a really big redevelopment of Euston. There is a really big opportunity for jobs and for housing in the area.”

Does the Minister believe that these proposals live up to those aspirations, or is this another case of the Chancellor’s rhetoric on rail being rather better than the reality?

The Minister said that it is for Network Rail to bring forward proposals on the development of the remaining station, yet Network Rail’s capacity to plan and deliver major upgrade projects is under exceptional scrutiny, not least in connection with the eagerly awaited Shaw, Bowe and Hendy reviews. What assurance can he offer the House that Network Rail is in a position to fulfil the function that he has set out today, and that it will not be blown off course in the coming months as a result of Government or regulatory action?

It is difficult to see how a high-speed extension to Euston can be planned in a manner that provides the maximum assurance for taxpayers’ money if there is no corresponding plan for the existing station. Surely we need an integrated solution for Euston. I would be grateful for an assurance from the Minister that the plans debated today will in no way inhibit the later replacement of the 1960s station.

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

The hon. Lady started by saying that she supports HS2, but can she confirm, for the House’s information, whether the new leader of her party is, because he has voted against it in the past?

[Lilian Greenwood]

My right hon. Friend the Member for Islington North (Jeremy Corbyn) has said that he supports investment in high-speed rail, and so do I. I am sure that Members on both sides of the debate would agree that the specific proposals can be improved further. Indeed, that is the subject of today’s debate.

Residents of Camden face years of disruption as a consequence of the proposals outlined today. The disruption might now be less intense than originally proposed, but the construction period will be prolonged. What consideration has been given to the feasibility of conveying construction materials by rail, as has happened during the Crossrail development, rather than by road, in order to reduce the impact on residents?

Furthermore, and incredibly, this is the fourth proposal for Unison—[Interruption.] The fourth proposal for Euston, I mean. [Interruption.] It was a Freudian slip. That is along with all the uncertainty that this situation has caused for local residents. The situation is clearly inadequate. It is vital that the Department, Network Rail and HS2 Ltd work as closely as possible with Camden Borough Council and campaigners to find a solution that works both for the railway and for local residents. Speaking as an observer of previous discussions over the past three years, I am not convinced that every effort has been made to date.

My right hon. Friend the Member for Warley (Mr Spellar), who is no longer in his place, noted that it was suggested in the press at the weekend that the overall number of platforms at Euston might be reduced. Careful planning to manage the disruption to existing services is essential, and contingency measures such as diverting commuter services into Crossrail should be considered. But I note that the lack of capacity on the west coast main line is also a constant and enduring source of delays and cancellations. Has there been a fundamental change in the Government’s policy, or will there still be a net gain in the number of platforms at Euston?

A number of compensation schemes have been established for people who live along the planned route, some of which have been withdrawn, and awareness of others appears to be low. The HS2 residents commissioner has said:

“It is vital that those who are eligible for the Government’s property compensation and assistance schemes get clear information and know what they are entitled to.”

Will the Minister set out for the House what support is available to residents, including those who live outside the rural support zone? When the House debated the second set of additional provisions in June, I cited the Committee’s pre-election report, which stated:

“The incoming Administration should make an early decision on whether to proceed with Phase Two and, if it decides to proceed, quickly finalise the Phase Two route.”

The precedents set by the Government and the Committee for phase 1 are of direct relevance to phase 2, particularly on compensation.

Some three months on, the Government’s position is no clearer. We have been told that they will set out the way forward on phase 2 later this year, but of course that is not the same thing as confirmation of the route. I urge the Minister in the strongest possible terms to return to this House, I hope before the end of the year, to provide some clarity on phase 2 and the introduction of the relevant legislation.

I noted that the Minister said that these changes would result in some small cost variances. I would be grateful if he could tell the House the net cost impact of the changes proposed in the motion.

We remain supportive of the additional provision process, and indeed of this important project. I assure the House that the Opposition will subject the Bill to line-by-line scrutiny when it enters that Committee stage.

--- Later in debate ---

[Mr Goodwill]

With the leave of the House, I will make a few remarks in response to the debate.

The fundamental point of the debate is to allow petitions to be submitted to the hybrid Bill Committee, so, while many of the points are perfectly reasonable ones to make, they should be directed to the Committee for it to consider and then, if necessary, make recommendations on. That said, the hon. Member for Nottingham South (Lilian Greenwood) made some points I need to address, particularly about how Euston station can be developed. We are all in awe of the development of King’s Cross and St Pancras stations and the regeneration of the surrounding area. People used to go to King’s Cross for all the wrong reasons; now they go for the right reasons. It is a great place to be.

We need such regeneration around Euston, although I recognise the points about there not being quite so much spare land around there. It is important that we work with Network Rail and Transport for London to co-ordinate the approach. Our Euston proposal is fully compatible with the redevelopment of the remaining Network Rail station and has been developed with Network Rail and TFL. The improvements to the underground station at Euston will be transformational. When the new Victoria development opens, we will get a taste of how a new state-of-the-art underground station can help commuters and particularly of how the tidal flows of people need not conflict in the way they often do in other areas. On project delivery, Sir Peter Hendy and his team are looking at how Network Rail can work more effectively.

The hon. Lady mentioned excavated material being removed by rail. Extended construction at Euston station will allow more excavated material to be removed by rail, as there is capacity to do so. We will work to maximise what can be taken out by rail. The fewer trucks the better for noise and congestion and for the safety of pedestrians and cyclists. I am a London cyclist myself. We know that, sadly, heavy construction vehicles are often involved in accidents. Despite the prowess and training of drivers and the modification of vehicles, accidents still occasionally happen. I can also confirm that there are no changes to the compensation schemes. The scheme in urban areas, compared with country areas, recognises the character of those areas and the effect that construction and development can have, particularly on property prices and people.

The hon. Lady asked about the net cost of the changes. I can confirm that the net cost is zero. The overall cost of phase 1 remains £21.4 billion at second quarter 2011 prices. Any changes that add costs simply draw down the contingency not set aside for that purpose. We always knew we would need to draw down the contingency—for example, to meet the cost of the Chiltern tunnel extension, the cost of which was more than £40 million, at second quarter 2011 prices, excluding the contingency. I hope I have reassured the House that the project is deliverable within budget.

The hon. Lady also asked whether we would return to the House to provide clarity on phase 2 and legislative plans. I can confirm that the Government will outline the way forward for phase 2 before the end of the year, including confirmation of the plans for legislation.

[Lilian Greenwood]

The Minister says that the Government will announce the way forward. Is that the same as confirming the line of route?

[Mr Goodwill]

On phase 1, the line of route is certainly becoming much closer to being confirmed, but on phase 2 there is obviously a lot more work to be done with local authorities and leaders of the great cities of the north, as we call them, to ensure that we get that right. Some criticism has been voiced today that we keep coming back with new changed proposals, but it is important that we react to the points that people make, as the Committee reacts to petitions, for example. We have reacted to ensure that we can deliver a state-of-the-art station at Euston and minimise the impact on local people during the construction phase.

My right hon. Friend the Member for Chesham and Amersham (Mrs Gillan) mentioned the supplementary environmental statement. Let me repeat that for Camden it will be available from tomorrow for consultation until 6 November, while the consultation period on the AP4 area will commence in mid-October—I cannot give an exact date—and will run for six weeks.

The hon. and learned Member for Holborn and St Pancras (Keir Starmer) talked about the phased approach and how that would certainly mean disruption for a longer period, but we need to consider disruption not only to the residents affected by vehicles, noise, dust and so forth, but to the commuters who use the station. Delivering the project in the way we have outlined today will mean having more capacity through that station. I am pleased to reassure Members that some of the coverage at the weekend about reductions in platform space is not correct. There will be an opportunity to make sure that we keep the passengers going through.

As I mentioned in an intervention, Old Oak Common will become one of this country’s most important stations—it will be as well known as King’s Cross, Victoria and Waterloo. Indeed, at least 30% of the passengers will alight there to get on to Crossrail and then to a number of locations around London. As for other areas where it might be quicker to go through Euston when the line is complete, passengers will be able to use Old Oak Common as a connection. To come to Westminster, for example, it will take only three minutes longer via Old Oak Common than it would be via Euston. Many people may get used to Crossrail and like to use the new facilities.

The hon. and learned Member for Holborn and St Pancras, and indeed the hon. Member for Hampstead and Kilburn (Tulip Siddiq), mentioned the provision of social housing. It is important, particularly in the more deprived areas of our capital, to have good social housing provision. We have already committed to replacing lost social housing at Euston. We have purchased the Netley development and we are funding the construction of more social housing in the area—all with the aim of ensuring that social tenants are required to move only once.

The hon. and learned Member for Holborn and St Pancras also asked why the whole station would not be ready by 2026. If we look at the project—phase 1 to Birmingham and phase 2, the Y section—we find that capacity will not be needed until later for additional trains coming from Leeds and Manchester, and many other trains will start their journey further north in Scotland.

I think I have covered a number of the points raised. The ability to divert into Crossrail will be maintained, as my hon. Friend the Member for Milton Keynes South (Iain Stewart) made clear. As for the environmental statement, there will be an ability to prioritise local needs. The hybrid Bill does not take powers for over-site development, which will all be subject to the normal local planning process, so it will need to conform to the local planning strategy. I am sure that there will be tremendous opportunities at Euston for other development in the area, which will capitalise on the new station.

Finally, I come to the Euston arch. I can tell Members that the Secretary of State is very keen to see the resurrection of the Euston arch. We think we know where the bits are. The Euston Arch Trust aims to re-form the arch, and it is for that trust to bring it forward through a local planning application. We have a location for the new Euston Square gardens for the arch to come forward. Personally, I wonder whether a holograph might be even better, but I can certainly confirm that the Secretary of State is very keen to see the arch resurrected.