High Speed Rail (London - West Midlands) Bill

Debate between Lilian Greenwood and Andrew Bridgen

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.

High Speed Rail (London – West Midlands) Bill

Debate between Lilian Greenwood and Andrew Bridgen

Monday 28th April 2014 Commons Chamber

[Lilian Greenwood (Nottingham South) (Lab)]

When the previous Government launched this project four years ago, the noble Lord Adonis said that Britain required transport networks that are high-capacity, efficient and sustainable. That statement remains true today. In the light of continued growth in passenger demand, a lack of resilience against severe weather, and a need for regionally balanced economic growth, the case for those networks is arguably more urgent than ever before.

Many Members have made the case for investment today, and not just for high-speed rail, which is precisely why Network Rail has been allocated more than £37 billion to spend on our existing railways over the next five years, including in the south-west.

The doubling of passenger numbers over the past 20 years has placed enormous demands on our existing infrastructure. The railways are carrying the same number of passengers as they did in the 1920s on a network half the size, and some sections are now reaching the limits of their capacity. As the hon. Members for Redditch (Karen Lumley), for Rugby (Mark Pawsey) and for Northampton South (Mr Binley) have said, nowhere is that more acutely felt than on the west coast main line between Birmingham and London. A vital passenger and freight route, it is the busiest and arguably the most complex rail line in Europe. It is notorious for its heavy gradients and large numbers of challenging bends and curves, many of which are now boxed in by housing developments. They have become a permanent legacy of the line’s original piecemeal construction and they continue to inhibit attempts to bring the west coast main line up to 21st-century standards.

Over the past 50 years, enormous investment has gone into electrification, the ingenuity of tilting trains and, most recently, a 10-year route modernisation programme, which cost the taxpayer at least £9 billion. Just a few years after its completion, we have exhausted nearly all the extra capacity that that £9 billion bought us. Network Rail has warned that by 2024 the line will effectively be full. The lack of capacity is not an abstract problem or a far-off dilemma for future generations to resolve; its effects are already being felt, because as demand for inter-city services increases, providing extra trains inevitably has an impact on commuter services. As hon. Members in the region know, the constraints are so severe that passengers in the west midlands are already at what Peter Parker, the late chairman of British Rail, once called the “crumbling edge of quality”.

If we look back at the timetable changes that took place in December 2008, we see that more services were put into London, but they were at the expense of local services. Journey times were slowed down and services withdrawn. To see this trend’s logical extreme, we need only travel 30 miles north of Birmingham, to the rural stations in Staffordshire that were closed during the west coast modernisation project, and now cannot be reopened, because the paths have been reassigned. The message is clear: we need more capacity. As my hon. Friend the Member for Stalybridge and Hyde (Jonathan Reynolds) said, HS2 is the plan to provide it.

Across the network, freight, commuter, and fast inter-city services all compete for a diminishing number of paths. Those limitations cause innumerable conflicts and compromises in timetables. I cannot agree with my hon. Friend the Member for Stoke-on-Trent South (Robert Flello) and the right hon. Member for Eddisbury (Mr O'Brien) who said that we should just enhance the existing line. A full upgrade would be enormously costly, and it would cause an unacceptable amount of disruption, leading to misery for passengers and enormous compensation payments to train operators. At the end of it, such a project would deliver less than half the capacity of a new line. That is why, when the previous Labour Government launched HS2, the need for more capacity was at the heart of their case. For a long time after the election, that message was lost. As the former Minister with responsibility for rail, the right hon. Member for Chelmsford (Mr Burns), later admitted, the Government should have concentrated more on the critical issue of capacity.

It was not just the Government’s arguments that showed alarming signs of drift. It took three years to produce this Bill, meaning that there is now no prospect of its receiving Royal Assent before the election. The initial consultation on compensation was found to be

“so unfair as to be unlawful,”

causing prolonged uncertainty for homeowners, tenants and businesses along the route. Not enough emphasis was placed on the regenerative potential of HS2, or the benefits it could bring to the existing rail network. More work needs to be done in this area, as my hon. Friend the Member for Liverpool, Riverside (Mrs Ellman), the Chair of the Transport Committee, set out. Some environmental information is incomplete and the words mitigation and compensation are used interchangeably by the Government when they mean very different things. There has been real confusion about plans for Euston station. Three times now, HS2 Ltd has made radically different proposals and local residents and businesses deserve better.

Perhaps most serious of all, costs seem to be spiralling out of control and that is why Labour forced the Government to introduce much tougher reporting of the spending through an amendment to the preparation Act, tabled by me and my hon. Friend the Member for Wakefield (Mary Creagh). We also amended the Bill to require better integration with existing transport networks and specific reporting of the jobs and skills generated in connection with the project. I am proud that even in opposition Labour has improved this project and ensured better value for taxpayers’ money.

With the appointment of Sir David Higgins, the Government are finally taking the delivery of the project seriously and Labour will continue to be a critical friend to HS2. We will subject the Bill to close line-by-line scrutiny and will keep up the pressure on the Government to bring down the cost of the project. As my hon. Friend the Member for Wakefield argued in her opening speech, the Higgins report concluded that substantial savings can be achieved if there is better leadership of the project and also sensibly recommended removing the proposed link with the north London line, which was always an inadequate compromise and satisfied no one.

We welcome the recommendation that there should be a new focus on the benefits that phase 2 of the project can bring through new connections between the great cities of the midlands and the north. As my hon. Friend the Member for Wythenshawe and Sale East (Mike Kane) noted, we have been operating without one central connection since much of the Great Central Railway disappeared. In my own city, part of it is under a tram line and part of it is under a shopping centre.

I know from experience just how poor the links are between Birmingham, the east midlands, the north-west and Leeds. As Members including my right hon. Friend the Member for Blackburn (Mr Straw), the hon. Members for Lancaster and Fleetwood (Eric Ollerenshaw) and for Calder Valley (Craig Whittaker), my hon. Friend the Member for Blackley and Broughton (Graham Stringer) and the hon. Members for Rossendale and Darwen (Jake Berry), for Pudsey (Stuart Andrew), for Cleethorpes (Martin Vickers) and for Skipton and Ripon (Julian Smith) all recognised, improving those connections will help to deliver sustainable, balanced growth and send the message that we are prepared to invest in 21st-century infrastructure for the midlands and the north, not just for London and the south-east.

It is worth emphasising that the Government have yet to respond to the consultation on the proposed route for phase 2. I know that some hon. Members have concerns about the impact of those proposals on their constituencies, including my hon. Friends the Members for Stoke-on-Trent South and for Stoke-on-Trent North (Joan Walley) and the hon. Members for Warrington South (David Mowat) and for Stafford (Jeremy Lefroy), but voting for the Bill today in no way sets in stone the route for phase 2. It is vital that submissions to that route consultation are considered on their merits and we look forward to the Government’s response.

[Andrew Bridgen]

I thank the hon. Lady for giving way. She quotes the noble Lord Adonis, but she does not quote the noble Lord Mandelson, who said that HS2 was merely a ploy for the last election drawn up on the back of an envelope, or the noble Lord Prescott, who calls HS2 the “great northern con”.

[Lilian Greenwood]

We will see who changes their mind, but I think that the case for our needing this railway has been clearly made.

When petitioners appear before the Committee to make their case for changes in mitigation, they need to know that they will receive a fair and impartial hearing. Unlike the Mayor of London, we do not dismiss genuine concerns about the environmental impact. The Bill has some way to go and I hope that the new Committee will hear evidence in the areas most affected by the construction, including Euston and the constituencies of my hon. Friend the Member for Hampstead and Kilburn (Glenda Jackson), the hon. Members for Lichfield (Michael Fabricant) and for North Warwickshire (Dan Byles), the right hon. Member for Meriden (Mrs Spelman), my hon. Friend the Member for Hayes and Harlington (John McDonnell), the right hon. Member for Chesham and Amersham (Mrs Gillan), my hon. Friend the Member for Hammersmith (Mr Slaughter) and the hon. Member for Ealing Central and Acton (Angie Bray).

Last month, I visited Birmingham to see the plans that the city council and Centro, the transport authority, put in place for HS2. My right hon. Friend the Member for Birmingham, Hodge Hill (Mr Byrne) described some of them. Anyone would be struck by the ambition of those plans, the number of jobs that will be created and the regeneration that will be achieved. Similar benefits should and can be achieved for both Euston and Old Oak Common.

The west midlands and the nation as a whole need this project to meet rail capacity challenges, but it can also deliver huge economic benefits and address the transport inequalities that continue to hold our regions back. HS2 represents a great opportunity for the whole country and I hope that hon. Members will support the principle of the Bill by giving it a Second Reading.

High Speed Rail (Preparation) Bill

Debate between Lilian Greenwood and Andrew Bridgen

Thursday 31st October 2013 Commons Chamber

[Lilian Greenwood]

It is well known that on the west coast main line the additional capacity created by the upgrade is already starting to run out and that the line will be full. Of course we can create additional capacity on a train by converting some carriages from first class to standard class, but that does not create extra space on the line for additional trains. As the Minister acknowledged, places such as Shrewsbury and Blackpool want to have an additional direct service but cannot because the capacity is just not available. I am sure that the hon. Member for Rugby (Mark Pawsey) would like to have directed his question to the Minister.

[Andrew Bridgen]

Under freedom of information requests, we have discovered that the average spare capacity on the west coast main line is currently 40% and that demand at peak time actually increased by only 0.9% last year?

[Lilian Greenwood]

I am not sure why the hon. Gentleman did not address that to the Minister who is responsible for the railway. I feel like I have been given entire responsibility for it, although I would be happy if we swapped places. The point is that the capacity is not available at the times when people want to travel—at peak times—and that there is insufficient capacity for additional services and for freight, which is also vital.

Manufacturing (East Midlands)

Debate between Lilian Greenwood and Andrew Bridgen

Tuesday 12th February 2013 Westminster Hall

[Andrew Bridgen]

I thank the hon. Gentleman for his comments, but I will not allow him or any other Labour Member to rewrite history. The fact is that under the previous Labour Government, manufacturing as a proportion of GDP in this country fell by 50%. It is not a record that I would be proud of if I were sitting on the Labour Benches. The hon. Gentleman should think on that. It is this Government who will address the need to grow manufacturing and rebalance our economy.

[Lilian Greenwood]

I simply want to respond to the hon. Gentleman’s comment about the public sector somehow riding on the back of the private sector. Those people who are employed in the public sector doing vital work in our schools, hospitals and universities also pay tax and make a hugely important contribution to our economy.

[Andrew Bridgen]

The hon. Lady is absolutely right. Public sector workers do vital work, but the answer is that all the wealth creation comes from the private sector. We cannot ask 50% of the economy to support itself and the other 50%. That is why we need to rebalance the economy. It is simple maths and it is why we have a deficit.

In the 1980s, following the closure of the coal mines, we needed to rebalance our economy in North West Leicestershire, and as a result of that successful rebalancing it is now in the top 20 districts for business-led growth in the whole of the UK, and in the top 15 for export-led growth. I would like to cite the success of two small-to-medium-sized companies to illustrate the huge contribution they are making to the local and national economy.

Norton Motorcycles, which is based in Castle Donington in the north of my constituency, was founded in 1898 but rejuvenated in 2008, when Stuart Garner bought the rights to the brand. Success and growth has followed, with the help of the Government underwriting a loan in 2011. The company has doubled production of motorcycles, from 500 to 1,000, and it has an order book going forward of some £25 million. Some 90% of its sales are for the export market and 83% of the motorcycle components are manufactured in the UK. It has also started a Norton academy with Stephenson college, based in my constituency at Coalville. The project is focused on youngsters and limbless ex-servicemen, whom we are already working with at BLESMA—the British Limbless Ex-Service Men’s Association—to give them a chance to get settled back into our society and employment post-injury. That illustrates the wider impact and community benefit of our thriving manufacturing success in North West Leicestershire.

Another firm that I have visited in my constituency is Zeeko, a technology company based in Coalville that produces ultra-precision polishing solutions for optics and other complex surfaces. It is growing at a significant rate, taking on more staff every year, and it is exporting all over the world. In 2011, it won a Queen’s award for innovation.

Those are only a couple of examples of how my constituency and the east midlands as a whole are exporting overseas, and are at the forefront of the Government’s mission to rebalance the British economy to ensure that we can pay our way in the world. Encouragingly, as other Members have mentioned, exports from the east midlands have recently reached another record high, sending some £13.5 billion-worth of goods overseas for the 12 months to the end of September 2012.

Another very encouraging signal for the sustainability and growth of east midlands manufacturing is the fact that the latest figures from Her Majesty’s Revenue and Customs show that non-EU exports now account for 57% of exports from the east midlands. Europe may have been the future once and it is still a very sizable chunk of the market, but with its heavy indebtedness, sclerotic economies and adverse demographics, it is a market that, while important, we will have to look beyond for the future of our manufacturing export growth.

My constituency also plays an important part in distributing manufactured goods, both in the UK and throughout the world. East Midlands airport, which is located in my constituency, is the largest dedicated cargo-handling airport in the UK, currently handling over 310,000 tonnes of flown cargo every year, with ample room to grow. The airport is another advantage for our exporting manufacturers. Together with the proposed strategic rail freight interchange, which will get more freight off the road and on to rail—if HS2 does not run straight through the middle of it—that again illustrates the advantages and opportunities for manufacturers in the east midlands. It is worth pointing out that the strategic rail freight interchange will involve £500 million of private sector investment in my constituency, creating in excess of 7,000 new jobs, hopefully by 2016.

To sum up, the east midlands is leading the way in manufacturing growth in the UK, and my constituency is playing a key role. In addition to the Government, we must all do what we can to provide the conditions for that growth to continue. Lower corporation tax, increased capital allowances, and many measures in the Enterprise and Regulatory Reform Bill will help to ensure that growth is promoted not only in the east midlands, but across our country.

Higher Education Policy

Debate between Lilian Greenwood and Andrew Bridgen

Wednesday 27th April 2011 Commons Chamber

[Lilian Greenwood]

No—I am not taking another intervention.

Unfortunately, my concerns were further confirmed when I recently met staff from Nottingham and Nottinghamshire Connexions services. Careers advisers were not only demoralised by cuts to their service when young people most need advice and guidance to help them to make difficult choices, but deeply concerned about the impact of Government policies on the teenagers whom they are committed to assist. They told me that fee increases are having a clear impact on many young people, and that many young people in Nottinghamshire feel that they can no longer afford to study for a degree.

The problem is heightened by the increase in youth unemployment. Young people are worried not only that they will rack up debts of £30,000 or £40,000, but that they may not even be able to secure a job at the end of it. It was particularly sad to hear a member of staff of the Aimhigher campaign, which supports young people from disadvantaged backgrounds who have the potential to go on to higher education, tell me that it has become increasingly difficult to convince such young people that university is for them.

Young people and their parents frequently bring this issue up on the doorstep. On Monday afternoon, a constituent asked me how he could afford to send his children to university.

[Andrew Bridgen]

Will the hon. Lady give way?

[Lilian Greenwood]

No. I have already taken several interventions.

My constituent was in work and owned his own home, and his children would not qualify for bursaries. He understood the importance of learning as a worthwhile investment in their future, but like many middle-income parents he felt that higher education was becoming out of reach for his children. The Government talk a great deal about widening access and ensuring that more young people from lower-income families go to our top universities, and about improving the chances of those in state schools, which are admirable aspirations, but they have done nothing to ensure that those things happen.

I fear not only the impact that the fees increase will have on our young people from low and middle-income families, but the impact that those policies will have on Nottingham. As many in the House will know, Nottingham is home to two excellent universities that attract students from all over the country, and indeed the world. The university of Nottingham and Nottingham Trent university make a huge contribution to our city and are vital to our local economy. Our city’s most successful businesses tell me that one of the main reasons for locating in Nottingham is the availability of highly educated young people. Although residents may on occasion wish that there were fewer students in the local neighbourhood, they also know that our universities are vital to the city’s economy and future financial success.

Last week, I spoke to a senior member of staff of Nottingham Trent university. She expressed concern that the increase in fees represents a threat to our ability to attract the brightest and best students to Nottingham, and reported that many young people and their families are considering studying close to home because they feel that they cannot afford the costs of living away on top of fees.