High Speed Rail (London-West Midlands) Bill

Lord Ahmad of Wimbledon Excerpts

Committee: 1st sitting (Hansard): House of Lords & Committee: 1st sitting: House of Lords & Report stage: House of Lords
Tuesday 10th January 2017 Grand Committee

[Lord Rosser (Lab)]

I will just make one or two relatively brief observations. I add my thanks to those already expressed by the noble Lord, Lord Adonis, to the Select Committee for the work that it did. I know it took up a considerable amount of its members’ time, and I was extremely grateful that I was completely disqualified from sitting on it, for more than one reason, and so was never faced with any request that I should do so.

Clearly, the discussion that we have had, and the amendments that we are considering, have homed in particularly on whether, at some stage, there will be a link between HS1 and HS2. I hope when the Minister comes to respond that he will address the specific terms of the amendment that has been moved by the noble Baroness, Lady Randerson. It has a specific proposition in relation to the creation of a link between HS1 and HS2 which is different from it simply going as far as Euston and St Pancras, in that it provides opportunities for interchanges in south London. I hope the Minister will address that point when he comes to respond.

Most speakers, including the noble Lord, Lord Adonis, in a sense raised this point. The noble Lord, Lord Adonis, made the case that there would not be sufficient demand to run through trains—or that was the basis of one of the key points he made—but under the proposals as they stand we face having not only no through services but also no easy interchange between HS1 and HS2, precisely because one is coming in at one station and departing from another, further down the Euston Road. It would be helpful to hear from the Minister in his response what the Government’s intentions are on improving the interchange link between HS2 and HS1, if they are not looking at going down the road of running through services.

In London transport in recent decades—it is has not happened overnight—we have seen an increase in the number of lines going through and across London, which we used not to have. We have seen Thameslink and the West London line; Crossrail is coming in and Crossrail 2 is projected; the DLR manages to cross the river and go from one side of London to another; there are improvements on the London Overground and the East London line. Improving transport links between one side of London and the other has been a feature of recent decades. It does not appear that this will be repeated with high-speed services.

I have one or two questions about Old Oak Common, which will clearly play a pivotal role in HS2. There are some proposed links to what one might describe as the classic network but, as has been said, there are quite a large number of suburban lines around the Old Oak Common area. Presumably, one of the advantages of HS2 in improving transport links would be good connectivity between those suburban services and HS2 at Old Oak Common. Are the Government looking at improving connections between HS2 and other suburban lines in the vicinity to improve access to HS2 for people in a much wider area of London as a result? As has rightly been said, one thing that attracts people to a service is either not having to change at all—you can run through from A to B—or, if you do have to change, it is straightforward and easy. Will the Minister comment on that aspect as well?

Finally, the noble Lord, Lord Adonis, referred to the Javelin trains—I hope I am not misinterpreting what he said—and the commuter network that has built itself up around HS1. I have always thought that one of the reasons for so much opposition to HS2 is that there are no proposals whatever for any stations in a large number of the areas it runs through. People therefore see the line as a fairly negative factor. It runs through their suburban area or part of the countryside but they do not get any access to it. I appreciate that the Government are not contemplating it at the moment but, in the longer term, do they intend even to consider whether in time there may be a case for additional stations on the HS2 route? I do not profess to be an expert on this, so I may be wrong, but my understanding is that since the high-speed line opened in Taiwan, more stations have opened on the line. I am not starting from the stance that the Minister should be standing up now and announcing new stations all over the place, but is this something the Government will be looking at in the longer term, in the light of what is happening with Javelin trains and what is happening in another part of the world which has seen a relatively recent development of high-speed services?

I appreciate that the Minister has already been asked this question by my noble friend Lord Berkeley, but I too would like to know precisely when we will get the Government’s response to the report. There are recommendations and urgings—if I may use that expression—in it and it makes debate and discussion a lot easier if we know which of those the Government are picking up and which they are not. The sooner we know, the better it is.

[The Parliamentary Under-Secretary of State, Department for Transport (Lord Ahmad of Wimbledon) (Con)]

My Lords, I thank all noble Lords who have taken part in this debate. Before I go any further, on behalf of the Government I join the noble Lords, Lord Adonis and Lord Rosser, in thanking the Select Committee. Members of the Select Committee did some incredible work and showed great dedication and devotion to the cause in terms of the petitions that were heard. I want to put on record my thanks and those of the Secretary of State and the Government as a whole for their work in that respect. I tuned into some of the sessions from afar, from my office at the DfT, and some very robust discussions took place in the committee.

The amendment in the name of the noble Baroness, Lady Randerson, goes to the very heart of the Bill. I thank the noble Baroness and acknowledge that these are probing amendments, seeking further clarification. As she rightly articulated, at Second Reading in the other place the principle of the Bill was agreed, and that did not include a spur such as the one being proposed. I empathise with her views and the views of those who support the amendment. I know that this is not the intention behind the amendment but if it was carried, it would have the result of re-hybridising the Bill. I am sure that is not the intention of the noble Baroness or those who spoke in support of the amendment.

[Lord Berkeley]

The question of hybridisation and additional provisions came up many times in the committee. The promoter wrote to me several times—this is one of the things I will talk about later—saying, “You cannot have an additional provision because it would have to go back to the Commons”. We knew all that but what nobody said was that there is a precedent for adding small works using the Transport and Works Act approval process. The argument that you cannot do something because it would turn it into a hybrid and send it back with additional provisions should not be used. If Ministers wanted to make a change, as they did with the HS1 Bill, when they added Stratford station under the Transport and Works Act, that would be a perfectly acceptable way of doing it. I hope the Minister will agree.

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[Lord Ahmad of Wimbledon]

I was alluding to the intent behind the noble Baroness’s amendment. I agree with the noble Lord inasmuch as the detail is something that we have debated before. I am sure that we will return to this this afternoon and, if we continue, on Thursday.

Turning to the nub of the proposals, the noble Lord, Lord Adonis, separated the issues very well. I would separate them further. There is the issue of having a rail link between HS1 and HS2, and then the link between Euston and St Pancras. The noble Lord, Lord Bradshaw, and the noble Baroness, Lady Randerson, articulated some ideas. The noble Baroness is correct that there were considerable practical details and environmental impacts in linking HS1 and HS2. However, notwithstanding the recent growth, the benefits of such a link, compared with the costs and impacts, were not considered to make the proposal viable. I will come back to that point in a moment.

There are some international comparisons. In France, for example, the TGV network functions effectively without direct links between the high-speed rail lines in Paris. I was a bit perplexed when the noble Lord, Lord Rosser, started talking about Taiwan; for a moment I thought we were going to get a very imaginative proposal for linking it to Euston—thankfully it did not come to that, but who knows what the future holds? Our perspective on the building of HS2 is certainly that all solutions for linking it to HS1 were considered. Indeed, an international connectivity study was also conducted on improving the potential rail links. One of the issues that arose was around cost. Some of the proposals ranged from about £610 million to £6 billion and it was therefore felt that they did not provide value for money.

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[Lord Snape]

Before the Minister sits down, may I press him for on connectivity between HS1 and HS2? I presume he agrees with my noble friend Lord Adonis that there are problems with envisaging the number of passengers—let us say passengers between Birmingham and Paris—who would use such a link, but is there not something uniquely English about us having an existing link between the two lines that is not used? My noble friend’s argument was that there is no market for passengers between Manchester or Birmingham and Paris. How do we know that if there is not a direct link? The Minister has made it plain that he has three children. The last thing he wants to do is change between different modes of transport. I have every sympathy with him; I have only two and they are adults, but the last thing I would want to do is take them on such a trip. We have an existing link that is not signalled and not used, yet my noble friend, to whose work on this scheme I pay tribute, says that there is not a market for those passengers. If we do not run the services, how will we ever know? Only in England could we have a link, unsignalled, between two high-speed lines—one of them a prospective high-speed line—and say that we are not going to use it. On the economic arguments in respect of passengers taking a through journey, if the Minister moved from the wilds of Wimbledon to Birmingham, would he not find it more attractive to take his three children to Paris on a through train rather than using Euston and St Pancras, no matter how the two were connected?

When were the economic arguments made that there is not a market for the sort of travel that I am envisaging? They obviously did not occur until we had ordered the trains and built the depots. There must have been some feeling that there was a market when trains were built. If I recollect rightly, the Nightstar trains were virtually given away to the Canadian railways. I know that there is a big difference between Canada and our country, but they managed to find a practical use for them—so they should; they got them at cut price; the British taxpayer paid for them all. When did those economic realities first impinge on the decision not to have a link between the two? Will the Minister at least consider looking again at signalling that single line just to test the water and see whether we can have through trains connecting those taxpayers in Birmingham and Manchester, who are contributing to the cost of this whole thing, with Paris and Brussels—to name but two destinations?

[Lord Ahmad of Wimbledon]

I appreciate the sentiments behind what the noble Lord says, and as I have already articulated, the Government did look at connectivity. The noble Lord, Lord Adonis, made a very valid point that before you build something, you have to look at the business case and the viability of it. I do not know what the future demand may be for links from other parts of the UK to the continent, and that may well be looked at on a future date. As I have already alluded to, building HS2 opens up doors of opportunity, in terms of the infrastructure connectivity and of course the speed of the link that it provides. I am sure that at some future point those will be looked at again. However, various reports have been conducted. I believe the Higgins report in 2014 advocated abandoning the link between HS1 and HS2, specifically on the issue of costs. That really underlines the Government’s thinking.

Finally, I thank the noble Lord for suggesting that I go from the wilds of Wimbledon up to the Midlands and that perhaps my children would want to go to the continent from Birmingham rather than from London. If I relied on the intention of my two younger boys, we would be chugging along on the Thomas the Tank Engine, which would not provide the kind of high-speed rail link the country desires, but I note what the noble Lord said. As I said, the Government have explored this during the various processes behind the planning of HS2 links, and various reports have been conducted. I have already indicated that the different links that were looked at were deemed not to provide sufficient benefits and not to be viable in terms of cost. I hope that provides, if not total reassurance, at least some answer to the noble Lord’s concern. With that, I ask the noble Baroness to withdraw her amendment.

[Lord Adonis]

I just intervene to correct the record. I did not say there was no market—there clearly is a market, as Birmingham, Manchester, Paris and the other great cities of northern Europe are substantial cities. The problem is that the market at the moment is almost entirely taken up by the cheap airlines, and there is simply no way, unless there is a significant change in the economics of the transport sector—which may happen at some point in future—that you could justify the investment, based on the return from a very limited rail service. A wildly optimistic figure of £600 million has been mentioned, but once you start to tunnel around Euston and St Pancras and build connections with the North London line, you are really looking at many billions. I cannot emphasise enough that the single biggest threat to this project is cost overruns in building the core of it, between cities where there is massive traffic—namely, Birmingham, Manchester, Leeds and London. It would not be a sensible use of public resources at the moment to add in—on a wing and a prayer, because for sentimental reasons we think it would be nice to have one or two trains a day that start off from Manchester and have “Paris” on the front—the commitment to many billions further of public spending.

My noble friend may be able to make a case for it if something dramatic happens to the cheap airlines. I know that through his other connections he is very close friends with many of the operators of those airlines. If they cease to operate their services between Birmingham and Paris, or between Paris and Manchester, where they are offering seats for £10 or £20—sums which we are not remotely going to be able to offer by high-speed rail—then of course the whole thing may change, and at some stage we may be able to build these services. Meanwhile, this is why connectivity is so important. Provided that you have a good connection between Euston and St Pancras, you will get some passengers who do not want to fly who will connect between the two. What the Minister said about investment in resources to get a better walking connection was very welcome. As I say, at some stage there will need to be a fixed connection, and when that comes, it will also facilitate traffic between HS1 and HS2.

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[Lord Rosser]

I do not wish to make a Second Reading speech, but I simply say that at Second Reading we indicated our support for the Bill and the project. That is where we stand. Likewise, we accept the point made that that does not prevent amendments being tabled and debated to discuss issues of outstanding concern.

I wish to raise only one point in the context of my noble friend Lord Berkeley’s Amendment 3 referring to routes east of Old Oak Common. Do the Government intend now, in this debate, to address the point made in the Select Committee’s report in paragraph 178, or is their intention not to respond to this issue at this time, but when they produce their formal reply to the report? The issue I refer to is the point about the comprehensive redevelopment of Euston and this comment in the Select Committee’s report:

“The new station which will eventually emerge after so much expenditure of public funds and so much misery endured by Camden residents, ought to be a world-class railway station, and the splitting of its design into two different operations seems unlikely to assist in the achievement of that objective. We earnestly urge the Secretary of State to ensure that funding is provided for the second planning stage to proceed as soon as possible”.

What will the Government’s response be to that, and, indeed, to the views of Camden Council on this issue of ensuring the design and development of Euston as a coherent whole? Will they respond when they reply to Amendment 3, spoken to by my noble friend Lord Berkeley, or does the Minister—I would obviously accept this—wish to indicate that that will be covered in the Government’s response to the Select Committee report when it comes out?

[Lord Ahmad of Wimbledon]

I again thank all noble Lords for their contributions. On the final point made by the noble Lord, Lord Rosser, I have already alluded to the fact that the Government will look to publish their response to the Select Committee report next week, which will certainly cover the two questions that he raised.

On the amendments, the noble Lord, Lord Berkeley, talked about shooting messengers. It is certainly never the intention of government to indulge in such activity. We fully accept that there are challenges. There have been thorough reviews of the proposals behind such a large infrastructure project. I fully accept, too, that strong sentiments are associated with large infrastructure projects such as this, in their building and in the challenges posed in ensuring that we mitigate impact on the environment. As several noble Lords have said, such challenges should be looked at practically to see how best they can be addressed. Without such an approach, as the noble Lord, Lord Adonis, and the noble Baroness, Lady Randerson, well articulated, many an infrastructure project, and perhaps our railway as a whole, might not be present today. I was once told by a Parisian that when the Eiffel Tower was being constructed Parisians at the time strongly objected to such a monstrosity appearing in the middle of the capital city. I wonder what they would think wherever they are now. Nevertheless, I note the concerns that have been expressed and will address some of the issues that have arisen.

A number of the amendments that have been tabled for this Committee stage of the Bill have been fully considered by Select Committees of both Houses and look to alternative proposals for aspects of the Bill scheme. I am sure noble Lords will appreciate that two Select Committees have already spent a combined period of more than two years hearing evidence and considering all aspects of the proposed Bill scheme and alternatives to it. Those committees received representations from more than 3,400 petitioners and made their conclusions having explored all the relevant issues. As we move through the different stages of the Bill, it is important that we draw a line under such considerations.

On a review of the costs for phase 1 of HS2, I assure noble Lords and, in particular, the noble Lord, Lord Berkeley, that the costs have already been subject to intense analysis and review over several years and will continue to be reviewed for many years to come, and indeed during construction. Several noble Lords, including my noble friend Lord Framlingham, raised the issue of costs. I assure him and others that both the Public Accounts Committee of the other place and the National Audit Office, a body that already has a statutory function to examine proper allocation of public expenditure, have produced several publicly available reports on the costs of HS2. I am sure both bodies will continue to examine those costs as we move into the detailed design and construction stage and as more detailed costs information becomes available.

As noble Lords will be aware, an updated cost estimate for the project is also published at each new iteration of the business case, with the next such iteration due this summer. The project as a whole, including its cost estimate and business case, is subject to regular independent review by the Infrastructure and Projects Authority and the Commons Public Accounts Committee. I therefore do not believe or accept that further independent review is necessary at this time. The Select Committees and other committees that I have referenced have looked at the costs associated with the project. I say to the noble Lord, Lord Berkeley, that we have produced high-level cost estimates for our Euston proposals as well, but we have to be mindful that we need to keep certain detailed cost figures commercially confidential as we go to market for the construction work. I am sure the noble Lord will acknowledge that officials in my department and the team at HS2 have sought to work with him and given time to listen to the proposals he has presented.

I also fully endorse the point that was well made by the noble Baroness, Lady Randerson, that those who may be suggesting alternatives or being critical of certain elements of the construction of HS2 are not against the scheme as a whole. Indeed, I know that the noble Lord accepts that part of the reasoning behind building HS2 is the economic case in terms of addressing issues of capacity. I know that he, as a great champion of the freight industry, also accepts that once we see the extra passenger capacity on HS2 it will release extra capacity for freight on existing lines.

I assure noble Lords that we have produced various costs for both the Select Committees, including funding costs and costs for key elements, but we will provide more detail as we move forward. It is also worth noting that an independent review of the HS2 Ltd cost estimate of a bored tunnel through the Colne Valley has been undertaken. The outcome of that independent cost review, undertaken by the lead non-executive director for the DfT, Ed Smith, has been published and concluded that the HS2 Ltd cost estimates were both reasonable and consistent. Other than delaying the railway, and in doing so adding additional cost, it is not clear to me what benefit the amendment would bring.

With regard to the alternative routes into Euston and the associated request from the noble Lord, Lord Berkeley, to consider a route east of Old Oak Common, I do not believe that this amendment is necessary or appropriate. The noble Lord knows that I respect his commitment to this subject. I know that he appeared before the Select Committees in both Houses to make the case for an alternative solution at Euston. Neither Select Committee saw fit to recommend his alternative solution, nor a value-for-money review as the amendment proposes.

Given that it is the role of the Select Committee to consider such matters and that both Select Committees, having considered all the available evidence on these issues, did not believe any further cost reviews were necessary, I do not believe that the amendment is appropriate at this stage. It would serve only to delay the beginning of construction once Parliament had authorised the project. Clearly, such a delay in and of itself would add additional and unnecessary costs to the delivery of the scheme, which I am sure is not the noble Lord’s intention.

The link to the west coast main line at Handsacre was also considered by the Select Committees of both Houses, which were the most appropriate forum for any subsequent amendments on this issue to have been made. It is also important to note that the link at Handsacre serves a dual purpose. It will allow services to run north following the completion of phase 1 but, following the completion of phase 2A, it will also allow high-speed services to continue serving Stafford, something that the people of Staffordshire value very highly.

As I said, the Select Committee of the other House spent considerable time hearing evidence from parties wishing to promote alternative environmental mitigation proposals, including tunnel options in the Chilterns. The noble Baroness, Lady Mallalieu, spoke with great passion on this issue. I assure her that this work included reviewing the cost-benefit analysis of the various options. Ultimately, the Select Committee of the other place requested a 2.6-kilometre extension to the Chilterns tunnel, at an additional cost of £47 million, and recommended a 100-metre extension of the Wendover Green tunnel, at an additional cost of approximately £15 million.

However, the committee was clearly of the view that the environmental benefits of further tunnelling did not warrant the significant additional cost. The cost of the other proposed tunnel options ranged from £82 million to £485 million. While I am sure that those who favoured an extended tunnel in the Chilterns will continue to be dissatisfied that their proposals were not supported, I hope that they—including the noble Lord, Lord Stevenson, who could not attend this afternoon—would concede that the process allowed them to have their say and that we should now respect the outcomes of the process even if we do not always agree with them.

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[Lord Berkeley]

My Lords, I am grateful to all noble Lords who have spoken in this short debate. At one stage, I felt that I had really put the cat among the pigeons in an unacceptable way, but we have come back to the text of the amendments, and I am grateful for the Minister’s response. I want the scheme to go ahead. It is needed for capacity, as my noble friend Lord Adonis said. My worry is to do with the costs. As the Minister knows, I have been meeting senior officials of HS2 and his department, probably for two years. In connection with the Euston scheme, it was clear to me that there was no cost estimate for the AP3 scheme, as it is called; that is why we decided to price it for them. The figure came out at £8.25 billion. Because it was so high in relation to the total cost of phase 1, I thought it was very likely that there would be a serious cost overrun for phase 1, which could put the project at risk, which I do not want to happen.

If HS2 or his department have figures for costs, is the Minister willing to share them with us? We have a big schedule here of the costs of the whole project from railway control systems, train power, enabling works and building works to signalling. If we have got it wrong, I would like to know about it. We have a blank screen at the moment. Could we have a meeting on this before Report when we could share these costs with his officials?

[Lord Ahmad of Wimbledon]

If there is anything that we can assist with between different stages of the Bill I would welcome meetings, either directly with myself or with officials, and if schedules allow we will arrange them. On the cost of the Euston AP3 scheme, an estimate of expense was deposited in September 2015, as required by Standing Orders, and I hope that the noble Lord is aware of this.

[Lord Berkeley]

I am grateful to the Minister. Perhaps we can follow this up afterwards. I beg leave to withdraw the amendment.

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[Lord Young of Norwood Green (Lab)]

My Lords, I hesitate to come into this debate, but I confirmed with my colleagues that I was not suffering from post-traumatic High Speed 2 Select Committee delusion. We spent an inordinate amount of time, quite rightly, looking at possible alternatives and at costings. We did not just take the promoter’s word for it. Whenever it put up its experts we looked at whether we could ascertain whether there was an independent corroboration of the costings. Indeed, the Minister confirmed that this was the case earlier when he talked about the possible tunnelling in the Colne Valley area. That was independently assessed. It was proved that the promoter’s costings were right. There were not any savings to be made, although there were lots of assertions that there were savings to be made.

I appreciate the thanks we have had for the amount of time we spent. There were times when I remembered the old Army adage, “Never volunteer”, but, despite that, for the most part we enjoyed it because it was expertly chaired. We ought to pay tribute to the noble and learned Lord, Lord Walker of Gestingthorpe, who carried out the task, in our collective view, skilfully and carefully.

On the final point in Amendment 7, there are no heavy goods vehicles going through Wendover. It was asserted on many occasions that there are alternative routes. Like my noble friend Lord Adonis, I am not trying to pretend that this project will not cause problems in its impact during the construction phase, but we at least ought to be accurate if we are putting down an amendment. I hope that that has helped noble Lords.

[Lord Ahmad of Wimbledon]

I thank all noble Lords for their contributions. After the interventions by the noble Lords, Lord Adonis and Lord Young, I feel that there is little left for me to say except to clarify that they are both correct. It is important to underline that point for the record.

I will start with the amendment in the name of my noble friend. As he recognised, the issue would lead to a rehybridisation of the Bill. He talked of his own experience and I fully accept that it is procedurally possible for this to happen, but we need to think long and hard about whether such amendments should be made. I reassure the noble Baroness, Lady Mallalieu, that, as we heard from a member of the Select Committee, this was given a fair and detailed hearing by that committee, as well as in the other place. Despite not being able to consider changes that would require an additional provision without a direction from the House, your Lordships’ Select Committee nevertheless heard further arguments on the case for a mined tunnel at Wendover, on the supposition that an order under the Transport and Works Act 1992 could be used to enable further powers to be secured if needed. After that extensive and exhaustive review, neither Select Committee felt the need to recommend that additional work be undertaken to investigate the merits of or provision for a mined tunnel—we all know what that is now—at Wendover.

I reiterate that we have provided a range of additional assurances for the residents of Wendover, which, as well as the ones that I have spoken about, include noise barriers on the Small Dean embankment, an assurance relating to noise mitigation measures at Wendover Campus School and funding for a bespoke package of noise insulation at St Mary’s Church, Wendover, to allow it to continue to function as a concert venue. I have already talked about the 100-metre Wendover tunnel extension and the noise barriers that were secured in the other place. I have also alluded to the independent review of costs—the noble Lord, Lord Young, also mentioned it—conducted by the non-executive director, Ed Smith. I reiterate the hope that the noble Baroness will reflect not just on what I have said today but on the appropriate sections of the Select Committee report, which also considered this matter.

While I continue to recognise the valid concerns that my noble friend raised about remaining impacts on Wendover, the area has been given many commitments to manage the impacts of the new railway. I believe that this House should respect the decisions of the Select Committees in the House of Commons and in your Lordships’ House.

[Baroness Mallalieu]

I apologise for interrupting, but I just want to be clear about this. I am looking at the relevant section of the report—120—and it appears that the committee looked at a bored tunnel but not at a mined tunnel. If I am wrong about that, I would be grateful if I could be corrected. Notwithstanding the fact that the committee was in some doubt about whether it should look at it, it looked at a bored tunnel, whereas the proposal that is now being made by the noble Viscount is a somewhat different project.

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[Lord Snape]

The noble Lord said that this mined tunnel would not, in effect, make much difference as far as the journey is concerned. Would he be interested in knowing—I have just been assured by an expert that these facts are correct—that out of the 210 kilometres of the high-speed line, no less than 47 kilometres is already in tunnels? If he does not mind me saying so, that is more than enough.

[Lord Ahmad of Wimbledon]

I thank the noble Lord, Lord Snape, again for sharing facts. During the debates we have had this afternoon—

[Lord Snape]

It does not happen often.

[Lord Ahmad of Wimbledon]

I am always grateful for the noble Lord’s interventions.

My noble friend talked about analysing and reviewing evidence. Let me reassure him that the Select Committees of both Houses have looked at this in detail and that it was an exhaustive process, as we have already heard from one member of your Lordships’ committee. It was not looked at only for a few seconds in passing—a blink and then you are through the tunnel, so to speak. This is the view of the department, the Government and myself, and we have to respect the decisions that have been reached by not one but two Select Committees on a process which they themselves—notwithstanding that there were additional provisions as part of the proposals—looked at. They considered the opinions and views of experts from both sides, as we heard from the noble Lord, Lord Young, and their conclusions after that exhaustive process need to be both reflected on and respected.

[Viscount Astor]

I have listened to what my noble friend said and will consider it carefully. In the meantime, I beg leave to withdraw the amendment.

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[Viscount Astor]

My Lords, Amendments 8, 25, 26 and 27 have nothing to do with tunnels—I can assure the noble Lord, Lord Snape, about that. They are designed to make the route even more pleasant for those travelling on it and to protect those living alongside it.

My first amendment is perhaps more general, although it particularly affects Buckinghamshire, which, as your Lordships know, is a county with exceptional areas of outstanding national beauty. It does, however, have a dense population at the same time as having a wonderful countryside, and has some motorways and roads but also narrow lanes. One group that has been concerned throughout this whole process but has felt excluded is the parish councils. Some of them do not have the funds to enable them to take part and some do not have the expertise, and although there were community forum area meetings they did not always work or address all the issues. They certainly did not have some of the expertise that they required to make a good case. Local communities have knowledge of local traffic flows, school runs and public transport, and know what the effect of disruption is. If there was one noticeable point made in the Select Committee’s report, it was that the promoters had failed adequately to understand the long-term disruption, noise and pollution during the building stage of HS2. This amendment asks whether during this process adequate attention will be spent on these issues.

The next three amendments are more specific. Amendment 25 concerns the proposed Calvert infrastructure maintenance depot. The depot requires a large site that will serve as a base for the maintenance of the railway and for infrastructure projects. In the original plan an accommodation bridge was included as a substitute for a user-worked crossing—not being an expert, I had to ask someone what that was before I felt able to speak to your Lordships. The accommodation bridge has now been removed by the promoters, as stated in a recent letter that was received after your Lordships’ Select Committee’s petitioning stage, and so was not able to be considered. The alternative user-worked crossing was instead proposed. I do not know whether this late change was intended to be an improvement or was a cost-saving exercise but the result is that the effect on Doddershall has not been properly reviewed—certainly its residents do not think it has. HS2 at this point follows the Bletchley to Bicester to Oxford existing railway, which will form the new upgraded east-west line. That upgrade will be an added complication. The present ameliorating effects of the route will result in a much longer and more expensive journey for farm traffic crossing in and out of Doddershall. As it is not clear why the original accommodation bridge was removed, will the Minister look at this, and see why it happened and whether it makes sense? It is a detailed point but it has been put to me by those who feel that they have an important concern that was not able to be addressed because their letter was received after the Lords stage

Amendment 26 concerns the route and, again, local traffic problems. I have given the Minister notice of what I am going to say because this is a complicated local issue. He may wish to write to me with a detailed reply. It is about configuring the local roads between Quainton and Waddesdon; otherwise, an estimated 1,200 people will have a much longer, more difficult journey between the two, adding to traffic complications. It is a local issue and I am sure there are many local issues along the route and it would not make sense to bring up every single local concern about HS2. I have brought it up today because people in the area feel that the promoters changed the effects that this was going to have after the Select Committee process. Therefore, they were not able fully to address the issues.

Finally, Amendment 27 asks a question about the alternative route that was developed by Arup for HS2 and was presented by Twyford Parish Council in Committee in the Commons. It is a route that would save the demolition of houses. The promoters believe that it is straighter and less costly. Again, I am not an expert. I do not know. They also believe that it would remove noise issues along the route and the disruption to local residents and farmers would be much less. My point to my noble friend the Minister is: this is a local issue. It is not the biggest issue that affects HS2, but it is important to the people who live there. I have tabled these amendments to ask the Minister whether he will consider these representations to see whether they can be addressed to help those who are affected by HS2. I beg to move.

[Lord Ahmad of Wimbledon]

My Lords, I thank my noble friend for tabling his amendments. I appreciate that he is seeking further clarification. I will take each amendment in turn.

First, the provisions set out in Amendment 8 replicate the powers already in the Bill under Clause 2(3). With respect to reducing the amount of land take, we are already under a general duty to minimise the amount of land we are taking for the railway if it is possible to do so without compromising the construction and implementation of the project in a timely and economic manner. Furthermore, we have given a general assurance to the National Farmers’ Union and the Country Land and Business Association that we will aim to further minimise the loss of high-quality agricultural land where there are opportunities to do so through the detailed design stage of the project. I therefore hope that my noble friend will feel reassured in that respect, and I am sure those discussions will continue during the design phase.

My noble friend also raised the issue of changes or alterations, referring to the area between Calvert and Doddershall. I inform him that the Bill scheme has not been altered in this area, as he suggested. The accommodation bridge to which he referred is part of the East West Rail scheme and not part of HS2, and as such will not be subject to this Bill. He mentioned a particular letter that was sent by concerned parties. I have briefly checked with officials and I have certainly not seen it. If it is available and he would like to forward it, I will respond appropriately to the matters raised in it.

Amendment 26 suggests a revised road layout in the Quainton area. As my noble friend may know, this issue was considered in detail by the Lords Select Committee, having been the subject of a petition and an evidence session. My view, which I reiterated in the debate on the previous amendment, stands: it is not appropriate to revisit here issues that have been discussed at length and in detail by the Select Committee. The considerable time that the Select Committee spent on those issues needs to be respected.

I also appreciate that this issue could be delivered outside the Bill powers, in which case it certainly does not require further consideration here. My noble friend recognised that but, as the requested road layout would require new land to be acquired, objections to the change would be expected, in particular from the Buckinghamshire Railway Centre due to the adverse impact on its operations and land use. I assure my noble friend that these issues have been fully explored by the Select Committee, which ultimately did not see merit in making a recommendation of the kind being sought by the amendment. It would create a requirement for significant works to the existing Station Road, where the proposed road layout would need to be raised to pass over HS2, taking land from the Buckinghamshire Railway Centre overflow car park and thereby restricting access to the adjacent industrial premises. It would also require substantial temporary diversion works to Station Road during the construction of the revised road alignment.

Amendment 27 seeks a review of the route alignment. Although I respect and appreciate my noble friend’s commitment to refining the scheme, as he notes in the amendment, the “route C” alignment was an option considered in 2010 as part of the appraisal of route options consulted on at that time. It was the subject of detailed consideration, but ultimately was not selected when the Government announced the route in 2012. At this late stage in the progress of the Bill it is inappropriate to suggest that we disregard all the previous work that has taken place. I respect the fact that my noble friend has sought clarification by tabling these amendments and I hope I have been able to provide it, at least in part. As I said, if there is a letter that has yet to be answered I will ask my officials to look at it and we will respond accordingly. I hope that, on the basis of the assurances I have provided and the clarifications I have given, he will be minded to withdraw the amendment.

[Viscount Astor]

My Lords, I thank my noble friend the Minister for his response, particularly to Amendment 8, which is very helpful. I will indeed write to him on Amendment 25 and the correspondence that has been received. I have one point to make about the Select Committee. The noble Lord, Lord Adonis, the Minister and the noble Lord opposite talked about it as though whatever comes out of it should be written in stone and never questioned, looked at or judged again. They forget, however, that the Select Committee had a very narrow remit; it could not look outside that very narrow route. It was restricted and could not look at lots of different possibilities because the remit under which it was set up did not allow it to do so, even if it wanted to. That was the issue that affected it. My noble friend has been enormously helpful. I am very grateful and do not wish to detain the Committee. However, although I understand why the committee had restrictions—otherwise the petitions would have gone wider and wider and wider—these prevented it looking at some of the issues that affected the route. I give way to the noble Lord.

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Moved by

[Lord Ahmad of Wimbledon]

10: Clause 4, page 3, line 15, at end insert—
“( ) In subsection (6), “the deposited book of reference” means the book deposited in November 2013 in connection with the High Speed Rail (London - West Midlands) Bill in the office of the Clerk of the Parliaments and the Private Bill Office of the House of Commons.”

[Lord Ahmad of Wimbledon]

My Lords, the amendments in this group in my name are merely corrections flowing from the passing of a new set of consolidating regulations for the environmental permitting regulations and the need to update the relevant references in the Bill. There is also a correction to clarify the date on which Clause 66M—the vocational qualification reporting duty—will come into effect, and a clarification of a reference resulting from a change made by the Select Committee. I beg to move.

Amendment 10 agreed.

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[Lord Sharkey (LD)]

My Lords, I will say a few very brief words in strong support of the amendment in the name of the noble Lord, Lord Hunt of Wirral. I live in Camden. I know the location of Park Village very well. I can quite see how the works associated with HS2 would effectively put the company out of business. That is quite apart from the disfiguring of a particularly attractive corner of what is not always the most attractive borough.

I have also worked with Park Village over two decades or so. My companies and their clients have been enthusiastic users of the studio, which plays an important part in London’s creative industries. It generates significant revenue. It has an international reputation. It contributes to Camden’s creative life and its stock of jobs. London is quite rightly seen as the leading creative city when it comes to advertising and perhaps photography. Park Village Studios is part of this. It would be a very bad idea to lose the studio. It would be a bad and quite unjust idea to lose it without appropriate compensation.

[Lord Ahmad of Wimbledon]

My Lords, before I continue there is one point I want to clarify from my noble friend Lord Framlingham that came up in a previous debate. He asked about the purpose of the Grand Committee in relation to the work of the Select Committee. In general terms, a Select Committee in consideration of such a hybrid Bill normally looks specifically and primarily at private interests raised by petitioners, which gives it a very exhaustive opportunity to look at the different options. The role of the Grand Committee is what it traditionally is: to consider the public law clauses of a Bill, not the specific details of a private petition. We have certainly discussed those and I hope my noble friend feels that the issue has been clarified. I thought it was important to clarify that point.

Turning to the amendment, I apologise to my noble friend: I know he has written to me on this issue. I am assured by officials that a letter will be on its way shortly to address the specific issues he has raised in his letters. I hope that what I say will, if not totally, partly reassure him with regard to the concerns he has raised. As my noble friend acknowledged, this issue was considered fully by the Select Committees of your Lordships’ House and the other place. It received lengthy hearings. A number of assurances have already been given to the proprietors of Park Village Ltd regarding the compensation of losses.

Those assurances set out in detail that the Government will aim to avoid or reduce any impacts on the operation of the business and, if it becomes necessary to do so, will compensate losses suffered by the business under a number of scenarios. This compensation, which my noble friend referred to, will be determined in accordance with the compensation code, which, as I believe he acknowledged, is a tried and tested method of establishing such losses. This system has developed over many years and seeks to address the very concerns he has raised.

Notwithstanding those comments, during the recent Lords Select Committee hearings, the Government gave further assurances to the proprietors of Park Village Ltd to manage the impacts from construction works at Euston on the business. Additionally, we will keep open the possibility of relocating the business should that become necessary. In its recent report, the Lords Select Committee noted that the best course was for the proprietor,

“to work with the promoter to find ways of continuing to carry on the business where it is. Only if this proves unworkable should relocation, at least on a temporary basis, be considered”.

This matter is on the Government’s agenda and the Select Committee had specific views on it. I hope that my noble friend is partly reassured by what I have said and the fact that in the determination of the Lords Select Committee on this matter it has been aware of the challenges that the business is facing. Based on those reassurances, I hope my noble friend is minded to withdraw his amendment.

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[Lord Hunt of Wirral]

I am very grateful to the noble Lord for the suggestion he makes, which rather reinforces my plea to the Minister for an assurance that his door is open.

[Lord Ahmad of Wimbledon]

I say to my noble friend and indeed to all noble Lords that doors are always open. My noble friend Lady O’Cathain made a very appropriate and pertinent point in this respect. I deliberately listened in to the live deliberations of the committee and the tone that was set on certain issues, including this one, was not just sympathetic but—I have used this word repeatedly because I have seen it in action not just in writing—exhaustive when it came to considering the concerns raised by petitioners. The Government fully acknowledge the areas of concern that the Select Committee raised. If we can explore other areas further in discussions or meetings with appropriate parties without impacting any of the additional provisions, I am of course willing to listen and hear more—as I say during the passage of any Bill.

I do not want to give false hope that I can give any new commitments, but I reassure my noble friend and the noble Lord, Lord Sharkey, who also raised concerns, that we are live to the issues of this particular business—other petitions have been raised as well—and we will, as I articulated in my response to his amendment, be looking to ensure that we not only minimise and mitigate the effects but seek to work with the company to address any issues on an ongoing basis. This is not a fait accompli in the sense that the decision has been taken and there is nothing more that can be done.

I reiterate that we will continue to work with the company to ensure that its concerns can be addressed head-on. I asked officials briefly about the issue around Thames Water which he raised and I will seek an update on that. I have yet to sign the letter: perhaps we can reflect on those comments in it as well. I fully accept that my noble friend will not be totally reassured by what I have said, but I hope that at this juncture he will be partly reassured by the fact that the Government are live to this issue and respect the conclusions and recommendations of the Select Committee in this regard.

[Lord Rosser]

As the noble Lord, Lord Hunt of Wirral, has already said, the comments are contained in paragraph 197 of the Select Committee’s report. This follows 196, which deals with a different issue—the owner-occupiers of Park Village East—and recommends that,

“the Secretary of State should provide further compensation going beyond what is at present proposed”.

When the Government respond to the report they are, presumably, going to address the comment the Select Committee made in paragraph 196. In view of what has been said in the discussion about Park Village Studio, and the fact that the Select Committee included a paragraph on this issue, when the Government respond to the report will the Minister also be responding to what is in paragraph 197?

[Lord Ahmad of Wimbledon]

That was also a reflection of the issues raised by the report about residential properties that are impacted. As I said, if the noble Lord will bear with us, the Government’s response will be available in a week’s time.

[Lord Hunt of Wirral]

I am grateful to my noble friend the Minister and to my noble friends who sat on the Select Committee. The solution they were hoping for has not proved to be possible and that is why I am so pleased that not only is the Minister’s door open but he is determined to find a solution to the problem that I raised. This will come as a great relief to all those in the area. Perhaps we can now look at all possibilities and, however big his office is, ensure that everyone who is affected is able to hear from him directly on the sort of solution that he would propose. Those of us who are raising this are very strong supporters of the project and I am grateful that the noble Lord who is a director of HS2 has been here listening to the discussion. I would have thought that HS2 itself would want to ensure that a case as special as this is not ignored. In the light of the Minister’s kind agreement to take this further, I beg leave to withdraw the amendment.

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Moved by

[Lord Ahmad of Wimbledon]

16: After Clause 34, insert the following new Clause—
“Traffic regulation
Schedule (Traffic regulation) contains provision relating to traffic regulation.”

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[Lord Ahmad of Wimbledon]

As noble Lords will know, traffic regulation orders, or TROs, are a mechanism for local highway authorities to make temporary or permanent restrictions on the use of highways in their area to control traffic. They can include stopping up roads, restricting roads to one-way operation or restricting roads so that they cannot be used by lorries. Such orders could frustrate the construction of the railway by, for example, putting lorry bans on a road that is needed to reach an HS2 phase 1 construction site or point. We have already seen one example of a road in London that we intend using for construction traffic being made one-way, despite our intentions being in the public domain for more than three years.

The new clause and schedule will ensure that local highway authorities consulted the Secretary of State for Transport before making any orders that affected either specific roads identified for use by HS2 or other roads related to HS2 construction works, thereby avoiding this problem. It also allows the Secretary of State, if required, to make TROs, and to prohibit or revoke TROs that unnecessarily hinder the delivery of the railway. The Secretary of State already has the ability to prohibit TROs under specific circumstances, but this power will make that process less convoluted, which is necessary to ensure we do not create unnecessary bureaucratic delays and associated costs in the delivery of the railway.

Clearly, we hope that the regular meetings taking place with local highway authorities to consult on, agree and monitor local traffic management plans will ensure that there will be no need to rely on this provision. However, given the impact such TROs could have on the overall construction and delivery of the railway, we feel that it is both prudent and necessary for such a power to be included.

While a power in relation to TROs has not been required for previous hybrid Bills, given the scale of the project and the risk of issues that could arise during construction, we believe that it would be prudent for the will of Parliament and its approval for this project to be constructed not to be thwarted by a TRO. Therefore, I beg to move the amendment.

[Lord Brabazon of Tara (Con)]

I am grateful to my noble friend for having explained the new schedule, which extends to four-and-a-half pages of quite draconian powers being asked for by the Secretary of State. It is most unfortunate for it to be introduced now, after the Bill has been through the hybrid Bill committee in both Houses, therefore denying the highway authorities the opportunity to petition against it, which I think I can say authoritatively that they would have done. I have been briefed by Camden Council, which says that it would have petitioned against the new clause, and I think the same can be said for Transport for London and various other highway authorities along the route, notably Buckinghamshire County Council.

It is most unfortunate that my noble friend should be introducing four-and-a-half pages of such a draconian new schedule but not allowing the people involved to petition against it. I would also like to know whether the Minister has actually consulted on the new schedule with any of the highway authorities that are likely to be affected by it. My understanding is that no consultation has taken place so far. I also rather wonder what the purpose is of HS2 information paper E13, which deals with the management of traffic during construction and how much of it is now being negated by the introduction of the new schedule. I hope my noble friend will consider whether it is really necessary or whether he might not just drop the whole thing and rely on the powers that the Government already have.

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[Lord Rosser]

My Lords, I add my support the views expressed. Frankly, it does not look as though we will go much further with this because my noble friend Lord Berkeley has indicated that he will object to the amendment and, as I understand it, if the question is put, a single voice against an amendment causes it to be negatived in proceedings in Grand Committee. My noble friend has made his position quite clear, and I must say that I support him and so many others who have spoken, significantly including members of the Select Committee, who are clearly less than impressed by what has happened. I do not think it is misrepresenting the position to say that the Select Committee faced a number of people who were less than impressed by the way that HS2 itself had conducted some of the consultation processes and sought to address some concerns.

The question has been asked why the amendment has come late. I am sure other Members of the Committee have also received the letter of today’s date which has been sent from HS2 by Mr Roger Hargreaves to the leader of Buckinghamshire County Council. He writes: “The need for these proposed amendments arose late in the Bill process, and I am sorry that this did not leave time for the level of engagement with the local highway authorities that we would have liked … Parliamentary convention is that government amendments should be moved at the Grand Committee stage, which unfortunately left little time”. Unfortunately, if the Committee does not like what is happening and one Member chooses to object, that negatives the item. I finish by saying that I sincerely hope that the Minister will take the fairly strong hints that have been given to him during this debate and agree to withdraw the amendment, hold the consultations that have been referred to—which, as I understand it, is what people are really seeking—and come back with it on Report or at Third Reading.

[Lord Ahmad of Wimbledon]

My Lords, I have always been very respectful of views that are expressed in your Lordships’ House, and today is no different. The Government have outlined their position, which I articulated in my opening remarks, on their concerns about project delivery being held up unnecessarily by a TRO. However, I have listened very carefully to the views of my noble friend who served on the Select Committee in particular, and to those of other noble Lords, and without prolonging debate on this point, I will reflect on the comments that have been made. On that basis, I beg leave to withdraw the amendment.

Amendment 16 withdrawn.