High Speed Rail (West Midlands–Crewe) Bill

Lord Framlingham Excerpts

2nd reading (Hansard): House of Lords
Monday 9th September 2019 Lords Chamber

[Lord Framlingham (Con)]

My Lords, I am sorry to spoil the consensus but I really feel as though this is Groundhog Day. I cannot believe that we are proceeding with something so obviously discredited and which is probably about to be scrapped, with all the costs and damage involved. All my remarks apply to any HS2 scheme in its entirety.

The original concept of HS2 was built on speed. When this proved impractical, the selling point became capacity. This has now become discredited not because there is no need for extra capacity but because this railway line is clearly not where it is most needed. Costs are now completely out of control, completion dates are a joke and any idea of accountability or normal public and parliamentary scrutiny has long since been abandoned. Whistleblowers are now revealing just how bad the situation is and, despite desperate attempts to muzzle them, the truth is coming out. I understand that the whole question of fraud is now being investigated.

With little effort being made to remedy the situation, a committee of your Lordships’ House suggested to HS2 that it consider reduced speed, since this makes all kinds of sensible savings. It also asked HS2 to stop the line at Old Oak Common rather going into Euston, which has proved an intractable problem. Neither of these suggestions was taken up. HS2 carries on in its own chaotic, spendthrift way. This is not surprising since, when the previous Secretary of State for Transport was asked how much he was prepared to spend, he said, “What it takes”. What saddens me and makes me resist this Second Reading is HS2’s pig-headed unwillingness to listen to or take advice from anyone, no matter how qualified they are.

Nothing has changed since I put down my amendment in your Lordships’ House at Third Reading of the HS2 Bill in January 2017, which would have stopped the farce once and for all. I said on that occasion:

“This House has a simple choice before it this afternoon. If it believes that the HS2 project provides good value for money and will benefit the British public, it will vote against the amendment. But if it agrees that this was an ill-conceived project from the start, which has been entirely discredited, even during the three years it has been passing through Parliament, and that if allowed to proceed, it will result in massive expenditure and huge disruption in both London and the countryside for no discernible benefit at all, the House will support the amendment and stop this scheme before any … harm is done”.—[Official Report, 31/1/17; col. 1099.]


Sadly, my amendment was rejected and we have since had two and a half years of wasted money and damage to homes, lives and the environment. I did have some support from people who really understood the situation: the noble Lords, Lord Macpherson and Lord Burns, both Financial Secretaries to the Treasury when HS2 was being put through. Asked to explain his vote, the noble Lord, Lord Macpherson, said that it was,

“simply on value for money grounds. In a world where capital spending is rationed, there are many road … schemes which would give the taxpayer a better return”.

Other signatories, including the noble Lord, Lord Burns, also backed the move.

Not only must the House not proceed with the Bill, but the existing work on HS2 must be stopped before any more damage is done, particularly to our environment and to people’s lives, homes and businesses. It is criminal to be felling trees in preparation for something that probably is never going to be built. In a recent statement on HS2 in the other place, Jeremy Wright MP asked,

“may I press the Secretary of State on the point he made about enabling works? As he knows, there is more than one kind of enabling work currently under way. Some of the enabling work is the destruction of ancient woodland sites. There are seven of them in my constituency, along with a very old and much valued pear tree in the village of Cubbington. Given that he has announced an all-options review, including the possibility that this project will be cancelled or significantly revised, surely it is possible and sensible to categorise those types of enabling work that will do irreversible damage and postpone them until the review has concluded”.—[Official Report, Commons, 5/9/19; col. 356.]

In a similar vein, I have seen a plea from Councillor Kathy O’Donoghue concerning the section through Cheshire. She is extremely worried about what is happening in Cheshire, where there are now all sorts of problems. On 8 October, a planning application is going to be heard by Cheshire West and Chester Council to build a compound, which will have a huge effect on the area, where there are old salt mines. She is concerned that the planning application and the compulsory purchase order might go through before it has been decided that the project will proceed.

I was recently part of a judging panel in a competition to find alternative ways of spending £58 billion on our railway system. It was truly amazing to discover what a difference could be made nationwide, particularly in the north, with links east and west. In summary, we must call a halt to the existing work, particularly preparatory work, and immediately review the current position, as we are doing. We must spend every penny available for our railways on sensible, well thought out schemes. For heaven’s sake, we must find a way of costing these major infrastructure projects properly and supervising their construction in a sensible and professional way.

[Lord Adonis]

My Lords, I congratulate the Minister on her opening speech. As I will point out in a moment, there is a big problem with the conflict between that speech, which was full of enthusiasm, and the setting up of a fundamental review, which could lead to the cancellation of HS2. There is a clear left hand/right hand problem in the handling of this project at the moment, which will only serve to add to costs and delays. None the less, the noble Baroness’s speech was excellent and set out the whole case against having a fundamental review of HS2. My noble friend Lord Berkeley who, to my amazement, has agreed to serve on this extraordinary review, is not in his place this afternoon. However, I will recommend that he reads that speech and ceases his work forthwith. I also note the presence in the Chamber of the noble and learned Lord, Lord Walker of Gestingthorpe, who chaired the hybrid Bill committee on the London to Birmingham Bill. With the scale of the work required and the dedication of its members, that was one of the most heroic endeavours which any noble Lord has undertaken in recent times. It showed this House at its very best. I am looking around the Chamber to see who will be volunteering for the next hybrid Bill committee. My noble friend Lord Snape is nodding; maybe he will chair that committee. We would certainly welcome that.

The noble Lord’s work played a very significant part in taking this big infrastructure project forward, as did the work of the noble Lord, Lord Birt, when I became Secretary of State for Transport and devoted myself in a serious way to looking at the case for high-speed rail. He and the noble Lord, Lord Teverson, referred to France, but of course it is 55 years, more than half a century, since the Japanese opened their first and transformational high-speed line between Tokyo and Osaka. They started construction 60 years ago, so we have been taking some to catch up, but it was the noble Lord’s strategic review which put it in my mind that I should be looking very seriously at the case for a high-speed rail network in this country. This is a very good example—and we do not have many, I fear, in this terrible Brexit crisis—of constructive public policy which is factually based, learns from evidence and learns from international experience. As the noble Lord, Lord Teverson said, almost all the rest of the industrialised world, apart from the United States, has high-speed rail, and even the US is halfway through constructing a line from San Francisco to LA.

The noble Lord mentioned China. China has more high-speed rail than the rest of the world put together and has been building a network at great speed. When I was Transport Secretary the Chinese Transport Minister offered to build our high-speed line. He said to me over a very long dinner in the Transport Ministry in Beijing that he would build it for half the cost of the Germans—I assume that he assumed we were about to give a contract to the Germans. I said, “We have this thing called Parliament, Minister, and it has to agree to all this before we can start the construction, but by all means let us have a conversation in a few years’ time”. I regret to tell your Lordships that that Minister is now in jail under a suspended sentence of death for corruption, so although the Chinese are able to construct these projects quickly, there are downsides in the way they conduct their affairs in Beijing. I am glad that I am with your Lordships and not currently at Her Majesty’s pleasure.

The background to this is a great sense of urgency, as the noble Lord, Lord Birt, said, to see that our infrastructure matches that of other industrialised nations, all of which, apart from the United States, have been investing in high-speed rail to link their major conurbations. When the noble Lord, Lord Framlingham, said that this has been conducted without parliamentary consent and scrutiny, that is, of course, palpably untrue. There have been exhaustive debates. The work of the committee of the noble and learned Lord, Lord Walker, and that of the Select Committee in the other place was absolutely exhaustive.

[Lord Framlingham]

I am not sure that I said it had been conducted without parliamentary consent, did I?

[Lord Adonis]

The noble Lord said scrutiny.

--- Later in debate ---

[Lord Framlingham]

It is important to be accurate, with great respect to the noble Lord. He said that I said it had been done without parliamentary consent.

[Lord Adonis]

I did not. I said, “without proper parliamentary scrutiny”. There has been massive parliamentary scrutiny of this project. The Motion the noble Lord referred to, which he moved at Third Reading in January 2017, attracted 25 votes while there were 385 votes on the other side, so I do not think anyone can say that it is not the express will of Parliament that is leading HS2 to proceed.

The problem we have at the moment is, as I say, a left hand/right hand problem. On one hand, Parliament has given emphatic consent to this project to continue, and indeed to be authorised in the first place: not just the first phase, which passed this House by 385 votes to 25, and passed the House of Commons by 399 votes to 42—absolutely colossal majorities—but this Bill, extending HS2 from Birmingham to Crewe, was passed in the House of Commons in the middle of July by 263 votes to 17. There has been cross-party consensus and overwhelming support.

The Minister referred, and I assume that her officials were giving her very carefully crafted drafting in this respect, to the work taking place on HS2 as “preparatory work”. There is nothing preparatory about the work being done on HS2 at the moment. The line is being built; more than £5 billion has been spent and more than 1,000 people work at HS2 Ltd in Birmingham. If your Lordships go to Euston, you will see that it is not preparatory work that is leading to the virtual closure of the station, with huge tarpaulins up and big excavation works, but the construction of the railway line. It is right that this should happen, because, unless we start constructing it, it will never be there.

Parliament authorised this project to proceed two years ago. Billions of pounds have been spent, thousands of people are working on it—we expect this work to proceed. It is this that makes the review that has been set up so bizarre. At the same time as Parliament has given express and overwhelming authority for this work to proceed, thousands of people being employed and billions of pounds having been spent, what do the Government do, courtesy of the Prime Minister? They parachute in a fundamental review which is essentially conducting open-heart surgery on a moving patient, if I may mix my metaphors.

This whole project is being constructed, massive public expense is being entered into, and what do the Government do? They announce a strategic fundamental review, looking not just at the management of the project, which is absolutely appropriate to look at because it has not been good enough and is part of the reason we have the cost overruns, but the whole case for HS2, which has been approved by Parliament by majorities of more than 10 to one.

I see the clock is flashing, but I will carry on for a few more minutes because this is Second Reading.

[Lord Adonis]

There is not a fixed time limit. I will make two more points if I may.

When the noble Lord, Lord Framlingham, said that the case for HS2 when it started was on speed and not capacity, that was completely untrue. I published the White Paper on HS2 in March 2010, the opening words of which were,

“the Government’s assessment is … That over the next 20 to 30 years the UK will require a step-change in transport capacity between its largest and most productive conurbations … alongside such … capacity, there are real benefits for the economy and for passengers from”—

[Lord Framlingham]

Will the noble Lord give way, since he is determined to take up the time of the House that nobody else, I am sure, will take up? Does he understand that the title of this project is “High Speed Rail”?

[Lord Adonis]

It is a high-speed line, but from the beginning the prime case for HS2 has been additional capacity. I was reading the opening words of the White Paper, which continue,

“alongside such additional capacity, there are real benefits for the economy and for passengers from improving journey times and hence the connectivity of the UK”.

My final point is about the network effects which my noble friend on the Front Bench referred to. HS2 will be a crucial part of a new and upgraded national transport network. It will link into Crossrail in London through its junction at Old Oak Common; it will link in with three airports—Heathrow, which is close to Old Oak Common, Birmingham Airport, through Birmingham International, and Manchester Airport; it will link in with HS3 going east-west; it will free up huge capacity for freight and metropolitan commuter services into all of those three major conurbations.

The right thing for this House to do is give emphatic support to this Bill today. We cannot keep pulling up by the roots big infrastructure projects when they are being half-built. If we do it with this one, no one will ever believe that we will do something as big as this as a country again.

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[Baroness Vere of Norbiton]

That may well be the case, but we are now talking about hypotheticals, so I suggest that we wait until the review has finished and look at its conclusions in the context of the report from Allan Cook. The Government will make a decision at that time.

I turn to the comment of the noble Lord, Lord Birt, about why we do not have a long-term railway strategy. That is exactly what we are doing at the moment with the Williams rail review, which is looking at the status of the rail network and the service operators to see whether and how we can improve the system for the future.

I turn to some of the more specific points raised by noble Lords. There was a bit of discussion around investment in the north and how important it is; that was brought up by the noble Lord, Lord Wallace of Saltaire, and the noble Baroness, Lady Randerson. It is of course absolutely critical, as the Government recognise. Northern Powerhouse Rail could be transformative for the north, but probably not in isolation. It needs to be part of a larger project, which is why the Government are supporting Transport for the North to develop the options for Northern Powerhouse Rail. We committed £60 million at the spending review in 2015 and £37 million in 2018, which is on top of the £300 million we have committed to make sure that HS2 infrastructure accommodates a future Northern Powerhouse Rail and Midlands services. Therefore it is part of a bigger project, and other developments are certainly being included.

On the Oakervee review and accountability, I have already mentioned that costs, timescales and benefits will all be tied up in the review. The noble Lord, Lord Tunnicliffe, spoke about accountability and HS2. I refer him to a comment made by my colleague the Transport Secretary, who was very clear that he wanted us to be as transparent as possible. That includes on costs and schedule, which is why we published the Cook report. The noble Baroness, Lady Kramer, raised that as well. Therefore, there will be more transparency and accountability. We are not minded to introduce quarterly reporting on HS2 at the moment, as it already provides reports to Parliament, as required by the framework document, and we believe that that level is proportionate and sufficient. Of course, noble Lords may request debates on HS2 at any time.

The noble Lord, Lord Adonis, claimed that it was a bit left hand/right hand, given my opening remarks and the fact that we are having a review. However, I do not see it like that. The process for HS2 is positive, and the review we are having is a sensible reconsideration of the facts. A sensible reconsideration should never be confused for a lack of support.

A number of noble Lords mentioned whether work should continue during the Oakervee review. Certainly, the Prime Minister was very clear that the fact that we are having a review should not unnecessarily delay the progress of HS2. That would be wrong, and it would mean that costs would rise. That is why limited enabling works are being undertaken by HS2, and why your Lordships are being asked to consider phase—

[Lord Framlingham]

Will the Minister at least acknowledge that the felling of trees and the damaging of ancient woodland when the matter is still under discussion would be a serious thing to do?

HS2: Cost

Lord Framlingham Excerpts

Wednesday 24th July 2019 Lords Chamber

[Baroness Vere of Norbiton]

My Lords, the new chairman of HS2 has been in place for just over six months. He is undertaking a review of the costs and providing ongoing advice to government. This advice is not news; it is ongoing. We are working with him as he looks at all his supply chains to encourage him to ensure that the costs are appropriate. Various cost control actions are being undertaken at the moment regarding value engineering and challenging standards, and it is only right that they be given the opportunity to succeed. They also involve optimising commercial models with partnerships and challenging the requirements of the system.

[Lord Framlingham (Con)]

Given the general awareness now of the scandalous nature of this £100 billion vanity project, may I urge the Minister to, in turn, urge the new Prime Minister and the Secretary of State—whoever that may be—to scrap this scheme and spend the money saved on sensible railway projects, particularly in the north of England?

[Baroness Vere of Norbiton]

My Lords, HS2 has benefits of £92 billion overall; it would be a mistake to scrap it. Also, if that money were suddenly to become available, it would not necessarily be immediately transferrable to the north. My noble friend may be referring to northern powerhouse rail, which is a very important railway project, but it is not an either/or situation. We can have HS2 and we can have northern powerhouse rail; indeed, for both of them to work, they both need to be built.

HS2: Electricity Supply

Lord Framlingham Excerpts

Tuesday 26th February 2019 Lords Chamber

[Baroness Sugg]

My Lords, we have had to take some difficult decisions on electrification, which we are bringing forward where it is in the interests of passengers. I confirm that we are absolutely committed to continuing HS2 north of Birmingham. It is going to bring great connectivity to our great cities of the north.

[Lord Framlingham (Con)]

My Lords, there is growing hope and, dare I say, even expectation that the Government will eventually scrap this hundred-billion pound vanity project and spend the money on railways throughout the rest of the country. In the meantime, money is haemorrhaging away and the lives of people along the route are being ruined by this scheme. Can I urge the Minister to try to persuade her colleagues to come to a decision and make an announcement as soon as they possibly can?

[Baroness Sugg]

My Lords, I am sorry to dash my noble friend’s hopes but we remain committed to phases 1, 2a and 2b of HS2. As I have said, it will improve connectivity across our country. Our railways are full, with the doubling of passenger numbers since privatisation, and it is essential that we build a new line to allow space on other rail lines and thus improve things for passengers.

HS2: Budget and Costs

Lord Framlingham Excerpts

Tuesday 24th July 2018 Lords Chamber

[Baroness Sugg]

My Lords, I thank the noble Lord for his question, and I greatly respect his lifetime of experience in the rail industry. I am also grateful for the noble Lord’s continuing scrutiny of HS2. As I have said, we continually update the cost estimates, but we do not share the details of those estimates as they are commercially sensitive. However, the headline figures will inform the business case as published in 2019. I understand that the article in the Sunday Times was based on an end-of-role report from a few years ago, and of course we do not comment on leaked documents. HS2 does not recognise or agree with either the analysis or the figure it contains, while the Infrastructure and Projects Authority recently described the HS2 programme as on target to be completed on time and on budget.

[Lord Framlingham (Con)]

My Lords, can I beg the Minister to do all she can to persuade the Government to abandon this insane vanity project? It is causing misery to thousands of people along the proposed route whose lives it is damaging. It is cutting great swathes through our environment, including damage to ancient woodlands up and down the country. All the billions it is costing would be much better spent on improving the whole of the railway network throughout England and Wales to the benefit of many people.

[Baroness Sugg]

My Lords, what is needed is a step change in railway capacity, and HS2 will deliver this way beyond what would be delivered by improving existing lines. I am afraid to inform my noble friend that the Government are committed to delivering HS2. It remains on track, with strong cross-party support. The new railway line will bring huge economic benefits that will be felt across the country.

Govia Thameslink

Lord Framlingham Excerpts

Tuesday 3rd July 2018 Lords Chamber

[Baroness Sugg]

My Lords, I apologise to the noble Lord for the experience he has had on his commute, and to all passengers. Resolution of this issue remains an absolute priority. GTR is currently working towards implementing a temporary timetable on 15 July, with the aim of bringing stability and performance improvements for passengers. Like many passengers on Thameslink and Great Northern, I am frustrated that the service is not stabilising sooner. GTR has a new CEO, who starts on Monday. He has been given a clear mandate to improve stability, and we expect the timetable change to start delivering improved reliability and stability to the service.

[Lord Framlingham (Con)]

My Lords, given the chaos that is now reigning nationwide on the railway network, I think it is generally admitted that the time has surely come to scrap the ridiculous HS2 project and spend the billions of pounds saved on putting the rest of the network right.

[Baroness Sugg]

My Lords, my noble friend never fails to disappoint me by raising HS2 in rail questions. The Government remain firmly committed to HS2. One of the reasons for the introduction of the new timetable was to ensure that we have more capacity, since passenger demand has doubled in recent years. HS2 will help deliver that much-needed capacity.

Railways: East Coast Main Line

Lord Framlingham Excerpts

Wednesday 23rd May 2018 Lords Chamber

[Baroness Sugg]

My Lords, the noble Baroness is quite right that we have seen very high levels of passenger satisfaction—92%—under the previous franchise, and we are of course working to continue that. I take her point that the franchising system is not perfect, and we are working to improve it. We are continually refining the franchise model and monitor the performance of all franchises closely. We have evolved and improved bid assessment since 2014 and have a new process to ensure that bids are more financially robust, including a scenario where we look at lower growth than expected.

[Lord Framlingham (Con)]

My Lords, may I suggest to the Minister that she might reconsider the question of HS2? If HS2 is abandoned, as it ought to be if there is any common sense in the world, there would be plenty of money out of those billions and billions of pounds for all the other projects required on the railways.

[Baroness Sugg]

I am afraid that yet again I will have to disagree with my noble friend on HS2. Our railways are at capacity; we have seen the doubling of passenger numbers since privatisation, and HS2 is much needed to relieve that capacity and provide a better service for people across the country.

Railways: Update

Lord Framlingham Excerpts

Wednesday 29th November 2017 Lords Chamber

[Baroness Sugg]

As for the specific line the noble Lord referred to, the ones used in the strategy were just examples of lines that could be reopened; of course there are many others across the country. As I said, we will look into the economic case for all of them. On the east coast partnership, I acknowledge that the increased competition has led to increased numbers, but we believe that that suggested partnership between private and public ownership will be the best solution for the passengers. On freight, we think that joining up the track and train will benefit freight as well. We will ensure that those interests can contribute to the decision-making process on the franchising, and on the use of the rail lines.

[Lord Framlingham (Con)]

My Lords, I welcome much of what the Minister has said—but not, she will not be surprised to hear, the bit about HS2. This albatross of an infrastructure project is now forecast to cost over £100 billion. If that money were directed to the rest of the country—the rest of the regions and services that really need it—it would transform our railway system and get rid of a project that everybody now knows is completely discredited.

[Baroness Sugg]

My noble friend will not be surprised to hear that I do not agree with him on the benefits of HS2; nor do I recognise the £100 billion figure that he quotes. Our trains are becoming increasingly crowded, and that is why we need HS2. We have invested £55 billion in it, but that is not at the cost of other improvements in our rail network. The announcements we have made today will enable both HS2 and our existing railways to improve.

HS2: Economic and Environmental Impact

Lord Framlingham Excerpts

Thursday 16th November 2017 Grand Committee

Asked by

[Lord Framlingham]

To ask Her Majesty’s Government what assessment they have made of the impact on the economy and environment of HS2.

[Lord Framlingham (Con)]

My Lords, I am grateful to have this debate, which is an opportunity to examine further the vexed question of HS2. I am grateful also to the Minister, who kindly arranged a meeting with me to discuss the issue.

Your Lordships may wonder what purpose this debate serves, given how far this ridiculous scheme has got. First, it is never too late to correct mistakes. Although considerable sums of money have already been spent, they pale into insignificance when compared with the eye-watering sums to come. We should not throw good money after bad. Although many lives, homes and businesses have already been damaged, many have not, and the environment is still as yet relatively unharmed. My first reason is to ask the Secretary of State, even at this stage, to undertake an urgent review of the scheme, its costs and benefits.

Secondly, and perhaps more importantly, I firmly believe that this is going to be the infrastructure horror of the 21st century and, along with others, have sought in vain to explain clearly why this is the case to those responsible, from the Prime Minister downward. I am determined that those who sanction HS2 should confirm that they understand all its ramifications, put their names to it and bear the responsibility as the horror unfolds.

I am sorry to burden the new Minister with this enormous responsibility, but I want to task her with one thing above any other. I do not expect her today to commit to a review or, better still, to halt the project. Quite simply, I ask her to read carefully the package of papers that I have given her and to make sure that her civil servants read it too, then to satisfy herself that both the Prime Minister and the Secretary of State understand the position as she will then understand it. If she will undertake to do that, I can for the moment do no more. I believe that from the very beginning a scheme as nonsensical and deeply damaging, economically and environmentally, as HS2, could not possibly have got off the ground if those responsible for giving it the go-ahead had taken the trouble—as all the experts opposed to it have done—to understand fully how little benefit it will bring, how much it will cost and how much damage it will do.

This is the biggest infrastructure project ever in this country. There is widespread awareness of it and almost total opposition, combined with a sad acceptance and a resignation that it will happen anyway. It is topical today to think about the gap—the dislocation between government and the people. Nothing could better reinforce the people’s view that government is completely out of step with reality than HS2. Last January, I gave your Lordships’ House the opportunity to stop HS2 by tabling what was described as a fatal amendment at Third Reading of the HS2 Bill. The majority of your Lordships failed to support my amendment, many telling me privately that they agreed with it, but 25 brave souls supported me and will go down in history as having done so. Significantly, two of them are ex-Permanent Secretaries to the Treasury. The noble Lord, Lord Burns, under Gordon Brown and the noble Lord, Lord Macpherson, under David Cameron, saw at first hand and in the closest possible detail the shortcomings of HS2. Both voted to put a stop to it just a few months ago and have spoken against it since.

The crucial point here—this is the most important point I want the Minister to take away from the debate—is that anyone who takes the time and trouble really to understand this project and see all its shortcomings simply finds that they cannot support it. I believe the Prime Minister and perhaps even the Secretary of State have been badly advised. For them not to fully understand the ramifications of a scheme as huge as this, if this proved to be the case, is truly frightening.

This mad scheme, the pipe dream of originally just two people, was based on the idea of speed, as seen in France and Japan, cutting the travelling time between London and Birmingham with speeds of 250 mph. The case for speed has been heavily and effectively criticised and is no longer deployed. The fallback position has been capacity, but this too does not hold water since, although some new capacity may be introduced, it creates other problems. In any case, extra capacity is needed much more in other areas. Some 83% of London’s rail passenger traffic comes from the south and east of London, not the north.

Any serious justification for the scheme no longer exists, except perhaps just job creation—we now have two HS2 colleges. I am all for creating more employment, but not for spending £100 billion for so little advantage. The NHS needs only £4 billion to see its way ahead. We need homes and ships. I am told you could rebuild every hospital in the country with this money. It is generally agreed that any money spent on the railway system should be on improving existing lines, trains and stations, along with the links between our northern cities and the east-west links in the north.

When it comes to cost we really do enter Alice in Wonderland territory. At £400 million per mile it will certainly be far and away the most expensive railway in the world. Unbelievably, HS2 has still not produced detailed estimates. The Government say the total scheme will cost £55.7 billion. Mr Michael Bing, the expert who devised the standard method used by Network Rail to cost its projects and who has advised the Government on these matters, says £104 billion. Mr Bing’s costings have never been challenged.

What about the environment? Let us not pretend: the effect of HS2 on the environment was always going to be deeply damaging. Remember, a brand-new high-speed railway line is being driven through the middle of the country, where, incidentally, a functioning railway line already exists. Speed need straightness and straightness means you cannot avoid precious sites. Ten thousand acres of land will be affected. The Woodland Trust says that, as currently mapped, HS2 will destroy or damage 98 irreplaceable woodlands. Ancient woodlands really are irreplaceable; no amount of money will compensate for their loss. There are already reports of some 60 mature London planes being taken down in Camden to make way for a temporary taxi rank. In the Colne valley there are reports of unregulated clearance work taking place already. If that is true, it is very serious. The law and conditions laid down have to be strictly adhered to, otherwise not only does the environment suffer but so does Parliament’s reputation and credibility. Perhaps the Minister will let us know what arrangements are in place for monitoring these works.

This is the gravy train to end all gravy trains. Millions upon millions have already been spent on lawyers, accountants and planners. One firm is reported as having been paid £280,000 to extol the virtues of HS2 to primary schoolchildren along the route. Unauthorised enhanced redundancy payments have been paid to HS2 staff, against the direct instructions of the Secretary of State. The impression given is that HS2 is arrogant and sees itself as bombproof. Perhaps that it is not surprising. The Secretary of State himself, when asked on the “Today” programme what it might cost to complete HS2, replied, “What it takes”. As a separate matter, some concerns have been expressed about the role of members of the board of the National Infrastructure Commission, and its interest in and involvement with companies dealing with HS2. Perhaps the Minister could look into that for us.

The list of those opposed to HS2 is huge. A few days ago, Dame Margaret Hodge MP, former chairperson of the Public Accounts Committee in the House of Commons, said that the PAC could no longer keep a proper check on problems such as HS2, which she called a vanity project unlikely to help the north. Perhaps the most damaging critique of HS2 comes from a group of professional railway experts led by Tony May and Jonathan Tyler. That can be found in the Lords’ Library briefing—I do not have time to spell it out now. Even more damning is that fact that this group, which sought a meeting first with the Secretary of State and then with a junior Minister, were told, quite simply, that both were too busy.

I have with me a sheaf of quotations. I am not going to read them all out but I will read out two. The noble Lord, Lord Lawson, a former Chancellor, says that:

“HS2 is a huge mistake. The fact is, it is a crazy grandiose vanity project which doesn’t stack up economically at all”.


The noble Lord, Lord Mandelson, said, perhaps tellingly, that:

“In 2010, when the then Labour government decided to back HS2 … We were focusing on the coming electoral battle, not on the detailed facts and figures of an investment that did not present us with any immediate spending choices … I now fear HS2 could be an expensive mistake”.

[The Deputy Chairman of Committees (Lord Brougham and Vaux) (Con)]

Time is up.

[Lord Framlingham]

In conclusion, speed has always been important to railways. On 3 July 1938, a beautiful steam engine called the “Mallard” set a world record speed of 126 miles an hour—a triumph of engineering and something for the nation to be proud of. HS2 is not a “Mallard”; it is an albatross that will hang around the necks of the British people until 2033, costing over £100 billion. The Budget is just one week away and the NHS needs just £4 billion. We surely desperately need a review.

--- Later in debate ---

[Lord Framlingham]

My Lords—

[Lord Snape]

I have not finished with him yet. I will give way in a moment.

[Lord Snape]

He mentioned costs and benefits but talked solely about the costs and not about the benefits. If the noble Lord is going to intervene with something impromptu, rather than something he has read somewhere else, I will give way.

[Lord Framlingham]

My Lords, I am intervening on the noble Lord simply because of the word he used: “impromptu”. Every word I write and speak is my own. The noble Lord needs to understand that. I would be grateful for an apology, or at least an acknowledgement that what he said is not entirely accurate.

[Lord Snape]

Then I acknowledge that and apologise, if the noble Lord wrote it all himself. However, I stick by the words I said. It is surely not necessary, either in Grand Committee or on the Floor of your Lordships’ House, to read every word in the way that he just did.

To go back to what I was saying, the noble Lord talked about costs and benefits but mentioned only the costs and none of the benefits. When it comes to the costs, my noble friend beside me will bring his analytical mind to bear and give the Grand Committee some proper information. I might not always agree with him but I respect the fact that he knows what he is talking about as far as the railway industry is concerned. Unfortunately, I cannot say the same about the noble Lord, Lord Framlingham.

The benefits of HS2 are manifold, and I will give one or two examples to your Lordships in a moment. First, let us look at any alternatives to HS2. The noble Lord, Lord Framlingham, skipped merrily past the situation of the existing railway lines because, like most of the opponents of this scheme, he has no alternative. He says that money would be better spent on upgrading existing railway lines but does not tell us how. As a former railway signalman, I can tell him that you cannot run the sort of service that we currently have on the west coast main line while carrying out modernisation of that line. In the 1960s—the last time the line was modernised, when it was electrified—there were numerous alternative routes between, for example, London and Manchester, London and Liverpool and London and Scotland. Because of the short-sighted nature of Governments of both political hues, most of those routes have since been closed. You cannot run 50 trains an hour in and out of Euston on an average day and spend time upgrading that line, It would be impossible.

I repeat: there are currently 50 trains an hour in and out of Euston for much of the day. Those trains are joined at Willesden by freight trains of the North London line and further north at Nuneaton by freight trains from Felixstowe on various cross-country routes. For much of the day, the west coast main line is operating at pretty near capacity. I say to noble Lords who glibly suggest that we can spend a few billion pounds modernising that line to stop HS2 going ahead: that is nonsense.

As far as the benefits are concerned, again, the noble Lord, Lord Framlingham, skipped blithely over the fact that about 25,000 new jobs—many of them in the West Midlands and north of England—will be created by this scheme. Representing parts of East Anglia, as he did in the other place, perhaps he is not really interested in such benefits. If we are to create all the skilled jobs that HS2 will bring about, however, the project really must go ahead. Again, he mentioned in passing that two new apprentice colleges—one in Doncaster, one in Birmingham—are opening as a direct result of HS2. Do the future prospects of young people in the Midlands and north of England have no interest for the opponents of HS2—the noble Lord and the other 34 Luddites that joined him in the Lobby against this project a few months ago—a project perhaps uniquely supported by both parties in government? There really is no alternative.

I appreciate that there are problems and difficulties, but having served on committees that eventually gave the go-ahead for the Channel Tunnel and HS1, nobody appreciates more than me the damage suffered and concern felt by people who have to lose their homes because of these projects. They must be properly treated and compensated. It is impossible, however, to build such a vital project without people being adversely affected.

The fact is that we are talking about a two-track railway line. Listening to the noble Lord, Lord Framlingham, one would think it was the fifth horseman of the apocalypse descending on middle England, rather than a twin-track railway. Are there no motorways in the parts of England he once represented? Did he not find motorways to be more intrusive on daily life than a railway line? By and large, people living alongside railway lines hear nothing—no matter how intensive the service—for about 45 minutes in every hour, because the train passes quickly, while people living along motorways suffer noise for 24 hours. That obviously does not bother the noble Lord or his supporters. This is a great project. It is needed in the West Midlands and the north of England. It is an attempt, at last, to tilt the economic axis slightly away from London and the south-east towards the rest of the country, which will not easily forgive those who try to block it.

Railways: Capacity

Lord Framlingham Excerpts

Thursday 12th October 2017 Lords Chamber

[Lord Callanan]

My Lords, I totally agree—I have given the noble Lord the figures for our long-term commitment for the control period from 2019 to 2024. He mentioned northern powerhouse rail. Let me tell him exactly what we are doing. We are spending £13 billion on northern transport in this Parliament, the largest sum in government history, and providing better rail journeys through the Northern and TransPennine franchises and the northern rail project. The train operators, Northern and TransPennine Express, will deliver brand new trains, including more than 500 new carriages, room for 40,000 extra passengers and more than 2,000 extra services a week. By 2020 all the trains will be brand new or completely refurbished and all Pacer trains will be gone. We are committed to northern powerhouse rail and are getting on with delivering it.

[Lord Framlingham (Con)]

My Lords, nothing better illustrates the gap between the Government and the understanding of the people than the infamous infrastructural albatross that is HS2. It is going to cost between £57 billion and £100 billion and has been criticised by all who understand it. Very few benefits are going to accrue. With all the other problems in the country at the moment, why not scrap this ridiculous vanity project—for that is what it is—and spend the money on all the rest of the railway infrastructure that needs it?

[Lord Callanan]

I have had the pleasure of discussing this subject with the noble Lord before—

Railways: Northern England

Lord Framlingham Excerpts

Monday 10th July 2017 Lords Chamber

[Lord Callanan]

I will certainly have a look at the report, now that the noble Lord has drawn my attention to it.

[Lord Framlingham (Con)]

My Lords, the Minister is well aware of the general feeling in the country that HS2 is a waste of time. Can I urge him to review it urgently because, if common sense prevails and that silly scheme is scrapped, there will be plenty of money for all these very sensible schemes in the north?

[Lord Callanan]

I am, of course, aware of the noble Lord’s passionate opposition to HS2. However, I am afraid that on this one occasion I will have to disagree with him, because I think it is an excellent scheme and we will be going ahead with it.