High Speed 2

Debate between Lilian Greenwood and Angus Brendan MacNeil

Tuesday 14th January 2014 Westminster Hall

[Lilian Greenwood (Nottingham South) (Lab)]

It is a pleasure to serve under your chairmanship today, Sir Edward.

I begin by congratulating my hon. Friend the Member for Edinburgh East (Sheila Gilmore) on securing this important debate. A constant champion of the railways in this Parliament, her speech this morning exemplified both the passion and the attention to detail that she brings to discussions of rail issues.

I think that all right hon. and hon. Members would agree that the exponential growth in passenger demand now poses a serious challenge for our railways. We have debated the causes of that growth at length before and I do not propose to revisit those arguments today, but it is a fact that passenger demand has doubled in the last 20 years and we are now accommodating the same number of passengers as there were in the 1920s on a network less than half the size it was then. That growth has continued through periods of infrastructure disruption and even through recession. Technology is making it easier for people to travel and young people are now the group who are most predisposed to travel by rail.

Passenger numbers grew by 7.3% at the start of last year compared with the first quarter of 2012, and across the network conflicts between inter-city, commuter and freight trains are common as competing grades of traffic jostle for scarce paths. As my hon. Friend spelled out, some sections are already approaching the limits of their capacity, especially on the west coast main line, where the number of trains being run has doubled during the past 15 years, leading Network Rail to warn that the line will effectively be full by 2024. All this has happened despite the west coast route modernisation project, which cost £9 billion and caused enormous disruption over a period of 12 years without delivering the long-term capacity benefits that we as a country need.

I have full sympathy with right hon. and hon. Members and local authorities who represent communities served by the west coast main line, and they have made it clear that they have no wish to relive the experience. Unfortunately, the heavy demands on the line mean that expensive periods of disruption continue. In 2014, there are three planned closures of the line in the Watford area alone, which means that the southern end of the line will be closed for most of August as track and signalling is replaced. Such closures require sizeable compensation payments to train operators—Network Rail puts the cost for such works on the west coast main line at 18% of its overall budget—and cause delays and inconvenience to businesses and individual passengers, the costs of which are much more difficult to quantify.

Consequently, before I talk about the economic case for HS2, we should consider the economic impacts of inaction. Commuter trains could be cut as train paths are reassigned to more profitable long-distance trains—a process familiar to transport planners and passengers in the west midlands. In the most extreme cases, some smaller stations in Staffordshire were closed while the west coast main line was being modernised, and they have not reopened. Thousands of passengers are already being left standing on their morning commute, not only on routes into London but on the approaches to Birmingham, Manchester, Leeds and Sheffield. In addition, growing congestion on the lines hits resilience and reliability, undermining rail’s traditional advantage over other modes of travel. A consequence of the growing number of services provided is that journey times have not improved on most of the main lines, and in many cases have got worse in the past 20 years. Even after the intercity express programme trains are introduced on the east coast main line, a number of important long-distance journeys will still take the same time as they did in 1991.

There is a clear need for capacity improvements, and as the British Chambers of Commerce has said:

“Future business success depends on infrastructure networks that meet demand. Rail is no exception. The UK rail network must have the capacity to meet rocketing business demand - for long-distance services, for commuter rail services, and for the transport of freight.”

That was why Lord Adonis, when he was Transport Secretary in the last Labour Government, developed proposals for a new north-south line.

[Mr MacNeil]

Will the hon. Member give way?

--- Later in debate ---

[Lilian Greenwood]

No. I will not take an intervention at the moment.

As my hon. Friend the Member for Wakefield (Mary Creagh) said on Third Reading of the High Speed Rail (Preparation) Bill:

“High Speed 2 is a project that is in the national interest.”—[Official Report, 31 October 2013; Vol. 569, c. 1179.]

That is why Labour supports HS2 to meet our north-south capacity requirements and provide the connections between the core cities that our regional economies need to thrive.

In that respect, I am happy to declare an interest as an east midlands MP. There are relatively good links from Nottingham to London, which are due to be strengthened by electrification of the midland main line, but our inadequate rail connections to Birmingham and Leeds hold back growth. As the right hon. Member for Chelmsford (Mr Burns) said, increasing capacity is vital, but so are connectivity and journey time improvements. It can take two hours to travel from Nottingham to Leeds by rail, but with HS2 that journey time would be cut by two thirds. Although it is important that we continue to invest in our existing network—the budgets published up to 2020-21 show that investment is not being diverted from conventional lines—high-speed rail will bring real improvements for journeys between cities outside London.

It is important to stress that communities away from the high-speed rail stations also stand to benefit, as more local services can be run on the conventional network. The right hon. Gentleman drew attention to people’s experience of HS1 in Kent. Similarly, compatible trains will run off the new high-speed rail line, enabling faster journey times and direct connections to the new network. I draw hon. Members’ attention to Network Rail’s “Better Connections” report, which examined how additional services can be provided. We need to see more of this sort of work from both Network Rail and local bodies, who should be emboldened as they plan how to maximise the benefits of HS2 as part of the transport devolution agenda.

When the High Speed Rail (Preparation) Bill was in Committee, we took evidence from two academics who both agreed that regional benefits would depend on the quality of the local plans that were put in place, so my first question to the Minister is: what steps is he taking to encourage transport authorities that are not on the immediate high-speed rail route to plan for HS2? We have already seen how high-speed rail can be a catalyst for regeneration in west London. Plans have been outlined by Queens Park Rangers football club to relocate to Old Oak Common in order to create a new 40,000-seat stadium, a project that the developers say will support 24,000 new houses. In Birmingham, the city council has said that the arrival of HS2

“presents a huge opportunity to breathe new life”

into the Eastside area. The new station is planned to be at Curzon Street, which was the original terminus of the first London to Birmingham railway and which last saw long-distance services in the 1850s. If the planners get the design and the connections right, the reborn Curzon Street station promises to be the jewel in the crown of Birmingham Eastside’s rejuvenation. Centro, the west midlands transport authority, has developed a wide-ranging plan for integrating high-speed rail with its Metro system, commuter rail lines and bus services.

My hon. Friends the Members for Edinburgh North and Leith (Mark Lazarowicz) and for Stalybridge and Hyde (Jonathan Reynolds) have touched on the importance of the HS2 line for Edinburgh and Manchester, and as an east midlands MP I can point to other examples of how HS2 can act as a spur to investment. A recent report by consultants Volterra found that development in the immediate vicinity of the planned station at Toton could build 650 to 875 houses and support up to 1,500 administrative jobs. However, more can be done to promote jobs and skills. Can the Minister update us on how many apprenticeships have now been created by HS2, both directly and indirectly? Also, will he commit to the target of creating an apprenticeship for every £1 million spent on the project, as my right hon. Friend the Leader of the Opposition has called for?

[Mr MacNeil]

Will the hon. Member give way?

[Lilian Greenwood]

I will not give way as I have very limited time to speak.

We heard this morning that the Business Secretary has announced plans for a new further education college to educate the work force we need to build HS2. That is welcome news, but we want a proper jobs and skills strategy. Last year, during the evidence sessions for the High Speed Rail (Preparation) Bill, we were told that that document was being prepared. Can the Minister tell us when it will be published? As he knows, the current Crossrail project has begun to train a new generation of highly skilled workers, and a plan must be in place for the HS2 project too.

Labour successfully amended the High Speed Rail (Preparation) Bill to make the Government account for the number of vocational qualifications gained each year. Another Labour amendment that was accepted will compel the Government to account for any underspending or overspending in the project’s annual budget. I note that the Minister’s colleague in the Lords, Baroness Kramer, described the process that we put in place as

“a very vigorous reporting process under which the Government must report back annually and record any deviation from budget, and the consequences of that…which has put in place a very intense scrutiny process around the budget.”—[Official Report, House of Lords, 19 November 2013; Vol. 749, c. 949.]

I am glad that Labour successfully wrote a “vigorous reporting process” into the primary legislation, but the truth is that the Government should have got a grip on escalating costs since the election.

The right hon. Member for Chesham and Amersham (Mrs Gillan) rightly raised concerns on behalf of her constituents about the uncertainty about compensation after the Government’s initial consultation was deemed to be unfair—

High Speed Rail (Preparation) Bill

Debate between Lilian Greenwood and Angus Brendan MacNeil

Thursday 31st October 2013 Commons Chamber

[Lilian Greenwood]

My hon. Friend is right. We will continue to press the Minister on the issue in the months ahead.

[Mr MacNeil]

The hon. Lady has made the same catastrophic mistake as the Minister in thinking that a transport project is the same as a political governance project. If that were true, High Speed 1 could have been construed by the Eurosceptics on the Government Benches as part of some major European integration project, and the high-speed line that is going through the Baltic countries up to Helsinki would be seen as some nation-unification project. It is not; it is a transport project. I encourage the hon. Lady not to make the same daft mistake as the Minister made earlier.