High Speed Rail (London - West Midlands) Bill
Lord McLoughlin Excerpts(10 years, 7 months ago)
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The Secretary of State for Transport (Mr Patrick McLoughlin)
Later today the High Speed Rail (London - West Midlands) Bill will receive its First Reading. This is a significant step forward in the Government’s strategy for a high-speed rail network that will address the critical capacity constraints that we face and improve connectivity between our great cities. This is vital to ensure that the country is equipped to compete economically in the 21st century.
The Bill includes the powers necessary to construct and operate phase 1 of HS2 between London and the west midlands. Alongside the Bill I will also be publishing several other related documents.
As required by Standing Orders I will publish an environmental statement (ES) alongside the Bill. This ES describes the railway, the alternatives considered to it, the significant environmental effects that are likely to arise from its construction and operation, and the measures proposed to avoid or reduce these effects. It has been informed by the consultation on the draft environmental statement held earlier this year and includes HS2 Ltd’s response to that consultation.
Following publication of the ES a public consultation will be held that will close on 24 January 2014. A report summarising the responses will be produced by an independent assessor appointed by the House authorities.
I will also publish the Command Paper “The Government response to the HS2 Design Refinement Consultation”. In October I announced my decisions in relation to the proposals for tunnels at Northolt and Bromford, and this document sets out my decisions in relation to the remaining 12 design proposals that were consulted on between May and July this year.
I will also publish two Command Papers addressing issues outstanding from the October 2012 property and compensation consultation. “HS2 Property and Compensation for London-West Midlands Decision document—Impact on Social Rented Housing” sets out the Government’s approach to the replacement of lost social rented housing. It affirms our commitment to working with key stakeholders in order to ensure that where social rented housing is lost as a result of HS2, it is replaced in a manner sympathetic to local needs and reflective of the relevant local authority’s strategy for social housing.
“HS2 Property and Compensation for London-West Midlands Decision document—Properties above Tunnels” addresses our policies relating to properties above tunnels and other underground excavations, providing clarity and reassurance for property owners and the wider market.
Copies of these Command Papers and the ES will be placed in the Libraries of both Houses. The documents can also be found on: www.gov.uk/dft.
Airport Security Scanners
Lord McLoughlin Excerpts(10 years, 7 months ago)
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The Secretary of State for Transport (Mr Patrick McLoughlin)
Security scanners are currently in operation at 10 of the UK’s largest airports. They were deployed in response to the threat to aviation posed by non-metallic improvised explosive devices, such as the device used in the attack on Northwest Flight 253 from Amsterdam Schiphol to Detroit on Christmas day 2009, and the device recovered in Yemen in spring 2012. These devices were designed to make detection by existing screening methods extremely difficult. More broadly, the UK threat level remains at substantial: an attack is a strong possibility.
It is for these reasons that, after careful consideration, I have decided that a further 11 airports will be required to deploy security scanners, and I will be issuing directions to that effect to the following airports:
Stansted | Luton | Bristol |
Liverpool | Newcastle | Aberdeen |
Leeds Bradford | East Midlands | Prestwick |
Cardiff | Belfast City |
In parallel, work is under way with those airports which already deploy security scanners to consider the case for increasing their deployment of security scanners.
In the UK, all security scanners now use millimetre wave technology, which has no known health risks, and which is quite different from X-ray technology. Furthermore, all security scanners deployed now use automatic threat recognition software, which means that no image of a passenger is produced, thus alleviating any residual health or privacy concerns.
The overwhelming evidence from airports is that nearly all passengers accept the use of security scanners and find the process quick and convenient. However, I appreciate a small minority may still prefer to request an alternative procedure for a variety of reasons.
In the past, passengers who refused to be scanned by a security scanner were not offered an alternative, and were not allowed to fly on that occasion. This was a security and operational decision: only a private search (a thorough hand search in which the passenger may be asked to loosen or remove clothing) would offer a broadly similar security assurance to a scan, and it was considered that offering this as an alternative would be too operationally disruptive to the airport and to other passengers.
However, experience of operating security scanners for several years has shown that the vast majority of passengers are content to be screened by a security scanner if selected. Consequently the number of passengers refusing to be scanned is very low. As a result, and having reviewed the current position, I have concluded that from tomorrow, Friday 22 November, passengers who opt out of being screened by a security scanner will be allowed a private search alternative. This is a method of screening which we consider is of an equivalent security value to a security scan. These revised arrangements will be kept under review to ensure that high levels of security are maintained while avoiding disproportionate impacts on airports and passengers.
In addition, where it can be demonstrated that another security process, or combination of processes, offer the same level of security as a scan, then I will consider allowing further alternatives to a private search to be offered to passengers.
If a passenger does not accept this alternative method, and still refuses the security scan, they will not be allowed to fly on that occasion.
This approach will allow the small minority of passengers who continue to have concerns about the use of scanners to request an alternative method of screening while maintaining high levels of security at UK airports.
Oral Answers to Questions
Lord McLoughlin Excerpts(10 years, 7 months ago)
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Michael Fabricant (Lichfield) (Con)
2. What procedures are available to communities to seek mitigation of the effects of the High Speed 2 route with respect to visual, aural and vibration disturbance.
The Secretary of State for Transport (Mr Patrick McLoughlin)
There has already been widespread consultation on phase 1. In addition, there will be a consultation on the environmental statement following the deposit of the hybrid Bill and the opportunity to petition the Select Committee established as part of the hybrid Bill process. For phase 2, the route consultation is currently under way and is due to end in January 2014.
Michael Fabricant
A few months ago, I and a group of people from Lichfield came to see the Secretary of State to discuss the monstrous 20-metre high viaduct planned for the HS2 crossing over Lichfield. He will know that this affects not only Lichfield, but the constituencies of my hon. Friends the Members for Tamworth (Christopher Pincher) and for Stafford (Jeremy Lefroy), because of the height of the line. A plan for mitigation was developed together with HS2 engineers, and this has been completely ignored. When can we have some hope that there will be any mitigation for us in Staffordshire?
Mr McLoughlin
I am grateful to my hon. Friend. He rightly says that he never loses an opportunity to make clear his objection to this viaduct. It was part of a route realignment which was done initially to help mitigate some of the effects around Lichfield, but once the Bill is deposited and following Second Reading there will, of course, be an opportunity for those directly affected to petition the Select Committee.
Stephen Timms (East Ham) (Lab)
Does the Secretary of State know of any other countries which, on building their second high-speed railway line, have chosen to connect it to the first via a single-track railway line with a capacity of three trains per hour?
Mr McLoughlin
The important thing is that there will be a connection between HS1 and HS2. That will allow direct access for trips right through Europe from places that at present do not have those connections. That is important. We believe the three trains per hour that will be able to go directly from Birmingham, Manchester or Leeds to Paris or Brussels or other European destinations is a very positive move.
Jeremy Lefroy (Stafford) (Con)
As my right hon. Friend knows, the preferred route for HS2 phase 2 goes straight through the village of Hopton in my constituency, as well as Ingestre, Yarlet and Marston and close by to Great Harwood. What measures can HS2 take to mitigate the effects on these communities, either through extra tunnelling or realignment of the route?
Mr McLoughlin
What I said to my hon. Friend the Member for Lichfield (Michael Fabricant) in my original answer was that the consultation for phase 2 is still ongoing and it would be wrong of me at this stage to pre-empt it. I know that my hon. Friend the Member for Stafford (Jeremy Lefroy) will be making strong representations through the consultation process, and I will consider them in due course.
Christopher Pincher (Tamworth) (Con)
Pursuant to the question asked by my hon. Friend the Member for Lichfield (Michael Fabricant), I know that the Secretary of State takes these matters very seriously, but does he agree that where mitigations are small scale, such as those proposed by my constituents in the Knox Grave Lane community, HS2 should be able to move ahead with them quickly and not give conflicting messages to the community affected? I have written to him on this matter. Will he give the letter careful consideration?
Mr McLoughlin
Of course I will consider any points that my hon. Friend has written to me about. Consistency in HS2’s responses on these lines that directly affect people is very important. I am disturbed to hear that inconsistent advice has been given by HS2, and I will want to look into it.
Charlie Elphicke (Dover) (Con)
3. What assessment he has made of the potential of High Speed 1 domestic services in Kent to expand.
The Secretary of State for Transport (Mr Patrick McLoughlin)
I recognise the importance of domestic High Speed 1 services to the people and economies of Kent. The Department is currently negotiating a direct award with Southeastern, which operates them, in which we will consider what improvements can be made to services. We are also undertaking an evaluation study of the High Speed 1 infrastructure, which is due to report in spring next year.
Charlie Elphicke
I thank the Secretary of State for that answer. High-speed services are economically transformational for east Kent. Constituents of mine in Deal, and those in Sandwich, wish to have an all-day Javelin high-speed service. Will Ministers help to make that happen?
Mr McLoughlin
I know how very important the high-speed service has been to my hon. Friend’s constituents. Although high-speed rail does not run right down to Deal or Sandwich, his constituents get the benefit from HS1 as the Javelin train from St Pancras carries on to serve them. There are ongoing negotiations about the franchise extension, which we will be doing with Southeastern, and I will certainly bear his comments in mind.
Andrew Jones (Harrogate and Knaresborough) (Con)
4. What plans he has to extend railway electrification.
The Secretary of State for Transport (Mr Patrick McLoughlin)
In the rail investment strategy the Government are investing in more than 800 miles of electrification up to 2019. This includes lines in the north-west, north trans-Pennine, midland main line, electric spine, Great Western main line and Welsh valley areas. That is a substantial advance in electrification of the railways in this country.
Andrew Jones
I thank my right hon. Friend for that answer. A couple of weeks ago, I launched the business case for the electrification of the Harrogate to Knaresborough rail line, which would bring more frequent and quicker services for passengers, and a great return for taxpayers from public money. Will he meet me to discuss this opportunity?
Mr McLoughlin
I will be delighted to meet my hon. Friend, who wastes no opportunity to raise this case for electrification with me. He has been a doughty campaigner for it. We have received a copy of the business case for the electrification of the Leeds, Harrogate and York line. The case looks promising and I am more than happy to discuss it further with him.
Mrs Louise Ellman (Liverpool, Riverside) (Lab/Co-op)
Plans for electrification are very welcome, but when will rolling stock be available for the electrified lines in the north, now that that there has been such a delay in the procurement for the Thameslink project?
Mr McLoughlin
I hope that that delay, on which there was a Public Accounts Committee report recently, will not lead to long-term delay. I am confident that once we have done the electrification the rolling stock will be ready to fulfil the needs we all want it to fulfil.
Tim Farron (Westmorland and Lonsdale) (LD)
The Secretary of State will be aware that people in Cumbria very much welcome the plans for electrification of the lakes line to Windermere and the benefits that will bring to the economy and the environment. Will he also consider the electrification of the Furness line from Lancaster to Barrow, which goes through my constituency? That would link the industrial centres of Barrow and the western Lake district to the main line.
Mr McLoughlin
Indeed, and when I was in my hon. Friend’s constituency in the summer I was made very much aware of the desire for that line to be electrified. One great thing that has happened in the railways is that the constant request of any Secretary of State now is for more services and better services. That just shows how important the railways are now to our national life, and I will look at the case he makes.
Diana Johnson (Kingston upon Hull North) (Lab)
Will the Secretary of State tell me why under the current arrangements the electrification of the route to Hull will stop at Selby, which, as I am sure he knows, is several miles short of Hull? Will he do everything he can to support the Hull trains proposal to extend the electrification to Hull?
Mr McLoughlin
I could point out to the hon. Lady how much of the line was electrified by the previous Labour Government in 13 years: 10 miles, as opposed to the 880 miles that we are planning to electrify as part of our commitment to the railways. She is making yet another case for further electrification of an important line and I shall certainly look at the case again in detail.
Nigel Mills (Amber Valley) (Con)
The Secretary of State will know that the welcome electrification of the midland main line will miss out the two stations in my constituency at Langley Mill and Alfreton. Will he consider the plans to complete that little section so that the whole line is electrified?
Mr McLoughlin
I had a meeting on Monday morning with the people operating the midland main line franchise and that particular issue was pointed out to me. We plan to electrify the whole line from St Pancras up to Sheffield, but my hon. Friend is right that part of it, which goes through his constituency, is missed out. I have no doubt that we will want to look at that as we are doing the rest of the line.
Mr Clive Betts (Sheffield South East) (Lab)
Last November, I asked the Secretary of State whether one of the intentions behind the electrification of the midland main line was to speed up journey times, in which case the line would need the new inter-city express trains and not the transfer of old rolling stock from the east coast line, which would be slower and would increase journey times. The Secretary of State could not answer me then. Can he tell me now whether the electrified midland main line will get the new rolling stock needed to speed up journey times, which is what we both want to see?
Mr McLoughlin
I travelled down on the line—in the cab, as it happens—on Monday morning and I saw some of the work that is going on for the planned electrification. A number of bridges are being replaced, which is necessary. That work is well under way and has started well. I will consider the questions about new rolling stock in due course when I come to consider the remaining period of the franchise.
Mr Robert Buckland (South Swindon) (Con)
5. What progress he has made on reviewing the structure of rail passenger fares.
Mrs Anne McGuire (Stirling) (Lab)
10. What recent assessment he has made of East Coast Main Line Ltd’s financial performance.
The Secretary of State for Transport (Mr Patrick McLoughlin)
My officials regularly meet representatives of East Coast Main Line and Directly Operated Railways to discuss the performance of the franchise. DOR’s financial accounts are published on its website annually. On 24 October, I announced the start of the competition for a new private sector partner for InterCity East Coast and published a prospectus for the East Coast Main Line business, which included an assessment of its financial performance.
Mrs McGuire
I thank the Secretary of State for his answer. Will he confirm that while German, Dutch and French railway companies will be allowed to tender for the new franchise, a successful British company that is currently operating the franchise will not be allowed to do so?
Mr McLoughlin
I refer the right hon. Lady back to the time when she was a supporting member of the previous Government, when the then Secretary of State said:
“I do not believe that it would be in the public interest for us to have a nationalised train operating company indefinitely…because of our recent experience on rail franchising”.—[Official Report, House of Lords, 1 July 2009; Vol. 712, c. 232.]
Rail franchising has led to the biggest growth in rail usage in this country that we have ever seen—up from 750 million to 1.5 billion passenger journeys. I want that improvement to continue, and that is why huge investment is going into the east coast main line.
Graeme Morrice (Livingston) (Lab)
12. The publicly run east coast main line franchise will have returned £800 million to the taxpayer by the end of this financial year, and all its profits are reinvested in the service. Why are the coalition Government privatising this successful public operator, given that the previous two private operators failed?
Mr McLoughlin
As I pointed out to the right hon. Member for Stirling (Mrs McGuire), I am following the policies that have taken the rail industry from 750 million to 1.5 billion passenger journeys. I am happy to speak for the passengers and for all the people who work on the railways; it seems as though Labour Members are happy to speak just for the union barons. They can speak for the barons; I will speak for the workers, the consumers and the people who use our railways.
Heidi Alexander (Lewisham East) (Lab)
T1. If he will make a statement on his departmental responsibilities.
The Secretary of State for Transport (Mr Patrick McLoughlin)
We have started consultations on our plans to reform the Highways Agency into a Government-owned company, backed by legislation, to achieve greater efficiency as we treble our capital spending on the strategic road network. Significant efforts have been made this year across road, rail and aviation to boost resilience and preparedness for the winter months. This week, the Highways Agency began its “Make time for winter” campaign, with practical advice for drivers. Local highways authorities are holding robust salt stocks and will enter the winter with a healthy supply.
Heidi Alexander
The Government’s policy on rail fares will offer scant consolation to my constituents, who not only have to travel on unbearably overcrowded trains into central London but in the past two years have been asked to pay £100 more for their annual season ticket. What guarantee can the Secretary of State give that above-inflation increases in rail fares will be matched by a comparable increase in capacity?
Mr McLoughlin
There is a problem, but we are investing record amounts in the rail industry. Over the next five years, Network Rail will invest some £38 billion in the railway network. Those are very significant investments that are bringing on new rolling stock and better capacity and efficiency to try to help people who are suffering. I do accept, particularly where there is overcrowding, that we need to try to do more to help those consumers.
Mr Philip Hollobone (Kettering) (Con)
T2. The electrification of the midland main line through Kettering is extremely welcome, but the immediate consequence for Kettering residents is the complete closure of the Pytchley Road bridge as it is changed to accommodate the new overhead wires. That means that the main access route into Kettering from the south will be completely closed for three months over the Christmas period. Will the Secretary of State ensure that Network Rail completes this job on time by the end of February 2014?
Mr McLoughlin
I well understand the concerns raised by my hon. Friend. This is one of the problems when major work is done on the railways. As he may have heard earlier, I travelled in the cab of one of those trains on Monday to see some of the work that is already ongoing in preparation for the electrification of the whole line. There will be some disruption—that is unavoidable. Nottingham station was closed for five weeks over the summer, but the whole job was done on time and it actually came in £5 million below budget.
Ian Mearns (Gateshead) (Lab)
T3. The Secretary of State will be aware that there has been significant disruption on the east coast main line because of infrastructure failure. I think we have now had three Mondays on which there has been significant disruption, and a fortnight ago 30,000 passengers were stranded, some for five or six hours, while repairs were carried out. The east coast main line was electrified on the cheap—many engineers tell us that, and there has been severe disruption. Can we do something about it, please?
Mr McLoughlin
I understand the hon. Gentleman’s point. It relates to what we are doing with HS2 to increase capacity in the longer term, although that is not the short-term answer he wants. I was disturbed to read the reports about the delays on the line, and I will talk to Network Rail to see if there is anything we can do.
Peter Luff (Mid Worcestershire) (Con)
T4. The high speed of High Speed 2 will depend on the high technology of a new generation of civil engineers, mechanical engineers, electrical engineers and many others. May I challenge a member of the ministerial Front Bench to come upstairs with me, after Question Time, to the Bloodhound supersonic car simulator to see whether they can beat the very creditable speed of the hon. Member for Birmingham, Northfield (Richard Burden) and learn about what the product is doing to inspire a new generation of children about the opportunities for British engineering?
Steve Rotheram (Liverpool, Walton) (Lab)
T7. I am basically supportive of HS2 proposals, although I am becoming increasingly concerned about the project the more I read the specific detail of regional benefits. Will the Secretary of State assure me that Liverpool will get a spur to increase capacity and ensure greater connectivity with our ports so that the whole city region can benefit?
Mr McLoughlin
I am sorry that the hon. Gentleman seems to be having second thoughts. The mayor of Liverpool is certainly not having second thoughts and is a big supporter of the project. The truth is that once the high-speed line goes to Manchester, it will then go on to Liverpool. That will be very important for Liverpool, but it will also get the benefits from phase 1. Parts of Kent that are not served by the line benefit from the capacity and the trains.
Henry Smith (Crawley) (Con)
T5. I am extremely grateful to have got here, having been stuck outside Clapham Junction station. May I seek assurances from the Department that it will work closely with major transport infrastructure such as Gatwick airport and those who operate the M23 and the London to Brighton rail line to ensure that there is winter preparedness?
Andrew Percy (Brigg and Goole) (Con)
T6. The Secretary of State has been very kind to the East Riding in respect of pinch-point funding. I urge him to extend his kindness to the other side of the Humber and support the pinch-point funding bids from North Lincolnshire council, of which my hon. Friend the Member for Cleethorpes (Martin Vickers) and I are very supportive, and in particular the bid that relates to Humberside airport.
Mr McLoughlin
I have visited my hon. Friend’s constituency to look at one of the pinch-point schemes that has received funding and will take any representations about other schemes into account.
Fabian Hamilton (Leeds North East) (Lab)
Although the reduction in road accident fatalities is warmly to be welcomed, what plans does the Department have to make cycling safer, given the increase in cycling fatalities not only in London, but beyond, which has been mentioned by my hon. Friend the Member for Birmingham, Northfield (Richard Burden)? When will the Secretary of State encourage the creation of segregated cycle paths?
Mr McLoughlin
We all want local authority highways agencies to give greater consideration to cycling. After meeting British Cycling a few weeks ago, I instructed the Highways Agency that all the highways schemes that it comes forward with must be cycle-proofed. There are some irresponsible drivers and some irresponsible cyclists. We all have a responsibility to get the message across to everybody: “Be careful on our roads.”
Charlotte Leslie (Bristol North West) (Con)
T8. How can the Secretary of State reassure the people of Bristol, who want enhanced branch lines, that having HS2 for London and the north will not mean that the south-west is left out? Will he look positively at bids to reopen the Henbury loop line in north Bristol?
Mr McLoughlin
The development of HS2 does not mean that the people of Bristol and the south-west will be left out. HS2 is part of a bigger boost to our transport system and will make up less than a quarter of the transport investment in the next Parliament. I am always interested in talking to my hon. Friends about the schemes that they are promoting in their constituencies and I am more than happy to meet my hon. Friend to discuss her scheme in greater detail.
Jim Shannon (Strangford) (DUP)
Does the Minister agree that as we approach the Christmas period, more use should be made of the media, and television in particular, to underline the zero-tolerance message on drink-driving? Will he consider running such a campaign in conjunction with all the regions of the United Kingdom of Great Britain and Northern Ireland?
Phil Wilson (Sedgefield) (Lab)
The A67, which runs through my constituency between Darlington and Barnard Castle, is a major bus route. It recently suffered from a major landslip at Carlbury banks, which is severely disrupting bus services. Will a Minister meet my hon. Friends the Members for Bishop Auckland (Helen Goodman) and for Darlington (Jenny Chapman) and me to see whether any funding can be made available from the pinch-point fund?
Mr McLoughlin
I was in the hon. Gentleman’s constituency last Friday for the start of work on the new Hitachi site, which will build new trains for the east coast and Great Western lines. I am sorry to hear about the problems that he is having with part of his highways network. We will be happy to talk to him in due course.
Nick de Bois (Enfield North) (Con)
The Secretary of State will be aware that the M25, which spans my constituency from junction 23 to junction 25, has had a serious spike in fatal accidents, which included the tragic deaths of three people and two young girls during the course of one week. Will he urgently investigate the causes of those accidents, which might include the road management measures during the road expansion works, and let me know what he finds as soon as possible?
Mr McLoughlin
My hon. Friend has already written to me about this issue, and brought my attention to those appalling incidents that caused the death of those people, and the families who were affected, as well as incredible disruption to his area. I want a full investigation into whether the points he has raised had any bearings on those accidents.
High Speed Rail (Preparation) Bill
Lord McLoughlin Excerpts(10 years, 8 months ago)
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Mrs Gillan
I thank the hon. Gentleman for that intervention. Of course, it echoed the words of Lord Mandelson, who really does know an awful lot about the genesis of this project. It certainly has that vampiric touch about it, as I think Members on both sides of the House can appreciate.
The Secretary of State for Transport (Mr Patrick McLoughlin)
If HS2 is going to suck the lifeblood of the northern cities, as the hon. Member for Huddersfield (Mr Sheerman) suggests, why are the leaders of those northern cities, such as Sir Richard Leese and Albert Bore, the loudest demanders of this service?
Mrs Gillan
Oh simple, simple question, Secretary of State! What leader of any council of any political colour or persuasion would turn down the millions and millions of pounds being thrown at their areas? It would be completely stupid of them to do anything other than support it.
Mr McLoughlin
I beg to move, That the Bill be now read the Third time.
Let me begin by thanking all Members who served on the Public Bill Committee. In particular I thank my right hon. Friend the Member for Chelmsford (Mr Burns), not only for his work on the Bill, but also for the hard work that he put into the Department for Transport during his time there. It was a great pleasure to work with him.
For a project as important as this, everyone should have their say—indeed, it sometimes feels as if they do. At the same time, however, we need to move the debate forward, which is what the Bill does. This is the point at which the debate starts moving from “if “ to “when”. The House has already voted overwhelmingly in favour of the principle of a new high-speed, high-capacity rail network. I hope it will do so again this evening because the decisions we take today will benefit our country for decades to come.
Just this week, with the storms that hit the south and east, we have seen how crucial our railways are to national life. When trains are crowded and disrupted, life for hard-working people gets more difficult. That is why the new north-south line is not some expensive luxury.
Mr McLoughlin
I will, but I do so reluctantly because of the number of hon. Members who want to take part in Third Reading.
Mr Cash
I understand why the Secretary of State is reluctant to give way. Throughout the whole of this land, people are deeply disturbed by the manner in which the Bill is being rammed through. Furthermore, as he well knows, the arrangements he has described as benefits are not accepted by my constituents and many other people, nor by the many reports emanating from the Public Accounts Committee and others that demonstrate that HS2 is not a straightforward benefit, and is in fact quite the opposite.
Mr McLoughlin
I know my hon. Friend is not in favour of the new line—he loses no time in telling me that. I dare say that similar comments were made in debates on railways in the House over the centuries. The truth is that the line will be the first line built north of London in 120 years. I understand the concerns of hon. Members whose constituencies the line goes through. I do not dismiss them and have never done so. I want to ensure that we have a fair compensation scheme in place. I believe that the scheme is, without any doubt, right for the future of the UK.
I find it rather ridiculous that I can go from London to Paris on a high-speed train, and that my hon. Friend can go from London to Brussels on a high-speed train—I know he keeps a close eye on what goes on there—but we cannot go from London to Birmingham, Manchester or Leeds on a high-speed train. The time has come for a steep uplift in our transport system.
I should tell my hon. Friend that there is still a long way to go. We must take the hybrid Bill through the Commons. There will be plenty of opportunities to debate it in detail. As the right hon. Member for Blackburn (Mr Straw) said, HS2 will be debated in far more detail than roads that now go through various constituencies when they probably caused greater environmental damage.
Mr McLoughlin
I do not want to take too long because I know many hon. Members want to speak. I will give way—for the last time—to my hon. Friend.
Andrew Bridgen
I thank my right hon. Friend for giving way. It is true that this is a high-speed debate. Does he agree that an hour is completely insufficient parliamentary time for a Third Reading debate on the largest infrastructure project the country has ever seen?
Mr McLoughlin
My hon. Friend has taken part in the Third Reading of many Bills—they have always been hour-long debates. In fact, it is only recently that we have had debates on Third Reading. Back in the days when the right hon. Member for Blackburn was Leader of the House, we sometimes did not have debates on Third Reading because we simply did not have the time. The Government are trying to help everybody we can—[Interruption.] I do not want to get any more partisan now that I have the right hon. Gentleman on side.
The Bill is about helping communities and businesses, and helping the cities of the north and the midlands to compete on equal terms with London. Nobody begrudges the money we are spending on Crossrail or Thameslink. They are huge investments in our capital city, but it is time we looked at what is happening in the rest of the country.
Three important words—room for growth—sum up why the project is so important. They are at the core of the strategic case we published on Tuesday. The responses to the report show the crucial message of growth. The British Chambers of Commerce states:
“This report bolsters the economic case for HS2…HS2 is the only scheme that can transform capacity on Britain’s overstretched railways.”
The CBI has thrown its considerable weight behind the project. It did so because the new line is part of the answer to the infrastructure deficit that faces our country. The leaders of our great cities back HS2. Sir Richard Leese, leader of Manchester city council, has said:
“It’s straightforward and simple. We need more capacity and the only way is through this new network.”
Since 2008, the country has learned some tough lessons, but we must make ourselves more resilient and competitive as an economy. That will not happen if we do not take the long-term decisions on investment and stick to them. Our society is changing, our population is growing, people are travelling more, and demand for inter-city rail travel has doubled in the past 15 years and will continue to increase.
As I have said all along, I welcome suggestions for creating more capacity, but the so-called alternative suggestions from the critics simply do not add up. We have looked at the case for building new motorways and dramatically expanding domestic aviation. Neither does the job. Some people believe we can carry on squeezing more room out of our current railways, patching up our problems. The work we published this week shows that, if we tried to create the capacity we needed by upgrading the three current main north-south lines, we would face 14 years of weekend closures. That is not an alternative to the new line, it is disruption on a nightmare scale.
We are already investing record sums in the existing railway. Network Rail will spend £38.3 billion in its next five-year control period, and the Government have a £73 billion budget for wider transport investment over the next Parliament. Despite all that, we will still need new rail capacity. If one accepts that—and that we need room to grow—there is no choice about how to provide it. As the strategic case makes clear, a new high-speed north-south line is not just the right way, it is the only way.
The new north-south line will be the backbone of Britain. It will have 18 trains an hour, each carrying up to 1,100 passengers, transforming the available space on inter-city lines. As long-distance services transfer to the new line, capacity will be released on the existing network. Of course, not every city across Britain will benefit in the same way, but Network Rail estimates that more than 100 cities and towns could benefit from released capacity. It would mean significantly more commuter services, better connectivity and more routes for rail freight, taking lorries off our most congested roads.
We know that HS2 is the best answer to our transport problems, but as with any large infrastructure scheme, we also know we will face opposition. I respect the fact that some people are concerned about the impact on the places they live, and I respect those with serious proposals for improvements. Already, the environmental impact of the new line has been vastly reduced thanks to such improvements. But I also respect what Sir John Armitt said in his recent report on infrastructure—that big schemes need “broad political consensus” as well as “resolution” from political leaders.
HS2 must be a national project with support across the parties, or in the end it will be nothing. Labour leaders in our great cities across the north and the midlands know that HS2 is right. To those who say that there is no blank cheque, I say that there never has been and there never will be. I know that hon. Members want costs controlled. Here are the facts. The target price for the first phase is £17.16 billion. That is the price for construction agreed with HS2 Ltd. For the whole Y-route, the agreed budget is £42.6 billion, including a contingency of £14.4 billion, which we are determined to bear down on. Sir David Higgins—the man who built the Olympics on time and on budget—will make sure that happens. As the new chairman of HS2, he will bring his penetrating eye and expertise to the task to get the best value for our country.
As the strategic case published this week shows, our updated benefit-cost ratio has fallen slightly from 2.5 to 2.3. We have been open about that, but it means that the business case for the new north-south line is still strong, with more than £2 returned for every £1 invested—about the same as Crossrail and Thameslink, and nobody seems to doubt those projects. In fact, the ratio for HS2 could increase to 4.5 if rail demand continues to rise until 2049.
It is still important to recognise that the benefit-cost ratio cannot take account of unpredictable factors. That was true of the Jubilee line extension in London, for instance, which did not include the 100,000 jobs it now supports at Canary Wharf. It was true for High Speed 1, which did not include benefits from redevelopment at King’s Cross and St Pancras. When I first became a Member of Parliament, King’s Cross and St Pancras were places where people did not want to spend any time if they could possibly get away with it. They would try to turn up just before their train was due to leave. Those stations are now destinations in their own right. People go there and look with amazement at what has happened to the UK’s railway system.
Frank Dobson
I represent not just St Pancras, but Euston and King’s Cross. Does the Secretary of State accept that virtually all the people in my constituency who are now opposed to HS2 were strongly in favour—indeed, the first advocates—of the transformation of St Pancras and the improvements at King’s Cross?
Mr McLoughlin
Of course I do. I am more than happy to meet the right hon. Gentleman to discuss the particular issue of Euston station, because the redevelopment will bring specific problems. But we must also ensure that we get the very best deal for his constituents in the redevelopment of Euston station. I am meeting the leader of Camden council next week, although I do not know if the right hon. Gentleman will be there. I do not discount the concerns of local residents about the work on major infrastructure projects, and we have to take them into account.
Jonathan Edwards
Last week it was disclosed that the Treasury had made a mistake and awarded Barnett consequentials to Wales in the 2015-16 spending round. Subsequently, the Treasury said it would claw the money back in the next spending review and that it did not set a precedent. Will the Secretary of State confirm that there will not be a clawback, that the precedent has now been set and that Wales will have the consequentials? Unless he does so, we will vote against him on Third Reading.
Mr McLoughlin
It would be a brave Secretary of State who started second-guessing the Treasury, and I will not do that now. I understand the hon. Gentleman’s representations and will bear them in mind.
I will briefly explain the next steps. We intend to submit the hybrid Bill before Christmas. In February, the growth taskforce reports. I know the challenges ahead, but also the opportunities. We are not here to patch up our railway once again, only to spend far more later when it turns out that we should have invested properly at the start. It will take determination to strengthen our country. I urge this House to support the Bill. It is our chance to get ahead and to invest in our long-term prosperity.
HS2
Lord McLoughlin Excerpts(10 years, 8 months ago)
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The Secretary of State for Transport (Mr Patrick McLoughlin)
The Government have today published “The Strategic Case for HS2”, an updated economic case and other supporting documents, including a technical report into possible alternatives to HS2 by Atkins and Network Rail
I regard the publication of these documents as an important step in my preparations for laying the hybrid Bill before Parliament later this year and I consider this to be an opportune time to explain the benefits of HS2 clearly and comprehensively.
Good quality transport is at the heart of our economic success and the decisions we take now about transport investment will determine our country’s economic future.
The case for the new line rests on the step change in capacity and connectivity it will provide.
The new north-south railway is a long-term solution to a long-term problem. Without HS2, the west coast, east coast and midland main lines are likely to be overwhelmed. With it, we will transform intercity travel. There will also be benefits for regional and commuter services. It will increase the amount of freight that can be carried by rail.
HS2 will provide a very significant increase in capacity on the rail network. It will deliver a 14 trains per hour capability in phase 1, rising to 18 trains an hour in phase 2— transforming intercity rail services.
Significant journey time improvements will be possible, such as reducing the journey time between London and Manchester from two hours eight minutes to one hour eight minutes. HS2 will connect eight of our 10 largest cities and bring two thirds of the population within two hours of London.
And HS2 could provide space for at least an extra 20 west coast main line freight paths, with each extra freight train typically taking 40 lorries off our roads; easing congestion and reducing carbon emissions.
These transport improvements will help support economic growth and make a major contribution towards rebalancing the economy.
Subject to parliamentary approval, the new railway will be built in two phases. It will be fully integrated with the rest of the railway network. It will bring benefits to places with stations on the new railway including Leeds, Manchester, Birmingham and London; to stations on the classic network like Liverpool, Darlington and Newcastle which will receive high-speed services; and to other places on the existing mainlines like Milton Keynes, Rugby and Peterborough, which will have better services from released capacity on the existing main lines.
Analysis by Atkins and Network Rail has considered whether we could meet the capacity challenge in other ways—for example through upgrades to the current railway. But HS2 emerges as the only option that provides not only the capacity and the connectivity this country needs, but is also deliverable, minimises disruption to existing rail services and allows us to leap ahead of demand and reshape the economic geography of the country.
The updated economic case scrutinises again the costs and benefits of HS2. The new analysis shows that the Y network delivers a good return on investment, with a standard cost benefit ratio of 2.3.
HS2 has been allocated a funding envelope of £42.6 billion in the 2015 spending review and will not exceed that allocation. It includes £14.4 billion of contingency, which I am determined to bear down on and I have put in place rigorous controls, including a target price for HS2.
We are continuing to work with the construction and supply industry and with local communities to ensure that this unprecedented investment in a new north-south line will deliver the best possible return to the British economy, and be built at the lowest possible cost and with the lowest possible environmental impact.
I am laying copies of these documents in the Libraries of both Houses.
HS2 Ltd
Lord McLoughlin Excerpts(10 years, 8 months ago)
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The Secretary of State for Transport (Mr Patrick McLoughlin)
I am announcing the appointment of Sir David Higgins as chair of HS2 Ltd. Sir David will be taking over the role from the current chair, Sir Doug Oakervee, as of January next year.
A revised HS2 Ltd framework document which sets out the governance and sponsorship arrangements between the Department for Transport and HS2 Ltd has been published. Copies of the document will be placed in the Libraries of both Houses. Any future revision to the document will also be placed in the Libraries of both Houses.
The document is available online at:
https://www.gov.uk/government/policies/developing-a-new-high-speed-rail-network and http://hs2.org.uk/.
Fares and Ticketing Review
Lord McLoughlin Excerpts(10 years, 8 months ago)
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The Secretary of State for Transport (Mr Patrick McLoughlin)
Today I am publishing “Rail Fares and Ticketing: Next Steps”, the outcome of the Government’s review of fares and ticketing. The review has been an opportunity to consider a range of options to address issues about fares and ticketing raised by passengers and others.
In conclusion, we are setting out our vision for a modern, customer-focused fares and ticketing system that will support our objectives of allowing even more people to travel by rail and ensure they have a better experience and which:
supports a passenger-focused railway, meeting changing needs and travel patterns;
promotes a vibrant future for our railways supporting economic growth and prosperity and helping to reduce the country’s carbon footprint;
enjoys the trust of passengers and the commitment of the rail industry; and
maintains its current strengths while embracing sensible change in the interest of passengers and taxpayers who fund our railways.
New track and trains are only part of the story for improving our railways. We remain committed to rolling out smart ticketing across the network. We want the whole experience of travelling by rail to be modern, seamless and easy, starting with buying a ticket to travel. We also recognise that the cost and complexity of train fares is naturally a key concern for passengers.
To help passengers, I can confirm that from January 2014 we will give rail passengers a better deal by capping the upper limit of any individual fare rise at 2% above the permitted average of inflation plus 1%, for all regulated fares. This will protect passengers from large fare increases which can have a significant impact on household budgets by taking 3% off the maximum.
We are trialling a scheme to regulate longer distance off peak tickets on a single-leg basis to remove the scenario where some single off-peak tickets cost nearly as much as return tickets.
We will also trial more flexible tickets that can provide a more attractive offer for commuters travelling fewer than five days a week or outside peak hours.
The report reconfirms the Government’s commitment to ensuring that ticket offices remain an important route for passengers to buy tickets. Reflecting changes in the ways that people are buying train tickets, the Government are at the same time setting out ways that train operators can make improvements to their ticket offer at stations providing that appropriate passenger safeguards are also put in place. We intend for passenger representative bodies to play a greater role in shaping the packages that are brought forward by train operators.
Other measures highlighted in the report include:
A ticketing code of practice—The Office of Rail Regulation (ORR) will oversee the code to ensure that passengers are provided with the information they need to choose the best ticket for their journey and that this information is clear and not misleading;
A market review—The ORR will look into the sale of tickets and consider whether current markets are operating efficiently, effectively, and in the best interests of passengers and taxpayers. The Department has committed to consider any cost-effective recommendations that come out of the review;
Annual surveys—The Association of Train Operating Companies (ATOC) has agreed to release the information to customers from next year on how well ticket office staff, ticket machines and websites perform in regards to selling passengers the best ticket for their journey.
Our railways are a vital part of our nation’s future. The Government are determined to build on the continued success of our railways and that is why we are providing over £16 billion to support the network and make sure it can respond to increasing passenger demand, help economic growth and cut our carbon footprint.
While above-inflation fare rises in recent years have been necessary to help fund our record investment in the network, it remains our firm ambition to cap fare rises at the level of inflation, just as soon as economic conditions allow and savings have been made to the cost of running our railways.
The review document explains how we will blend the best of regulation with the best of market forces to deliver a fares and ticketing system that puts passengers first and our railways on a sustainable footing for the future.
I will place copies of the document, “Rail Fares and Ticketing: Next Steps” in the Libraries of both Houses.
Oral Answers to Questions
Lord McLoughlin Excerpts(10 years, 9 months ago)
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Mrs Siân C. James (Swansea East) (Lab)
5. What the current budget is for High Speed 2.
The Secretary of State for Transport (Mr Patrick McLoughlin)
The spending round of 2013 set a long-term budget for the delivery of HS2 of £42.6 billion. That is made up of £21.4 billion for phase 1 and £21.2 billion for phase 2. The budget includes significant contingency provision of £14.4 billion. That budget is being tightly monitored by the Government and we are confident that the railway will be delivered for less than that figure. I have set HS2 Ltd a “target price” for phase 1 of £17.1 billion.
Susan Elan Jones
France, Germany, Japan and many other countries have benefited hugely from their high-speed rail links, and many of us are fed up with a largely London-based commentariat that is seeking to stop a north-south high-speed rail link for this country, but does the Secretary of State agree that, if we are to build a better consensus, it is extremely important that the budget figures he referred to will be both monitored and met?
Mr McLoughlin
I completely agree with the hon. Lady. We have a good record of delivering big projects on time. The Crossrail scheme, which is being built at the moment, involves more than £14 billion and is the largest construction project in Europe. It will greatly enhance transport in London; it is essential, but HS2 is essential for the rest of the country.
Mrs Siân C. James
The Secretary of State has outlined the significant budget of the HS2 project, but what assurances can the Government give me and the people of Swansea East that they will give full consideration to the proposals of the Howard Davies commission and the benefits of a future high-speed rail link between Cardiff and Heathrow airport?
Mr McLoughlin
I do not want to anticipate or prejudge what the Davies commission report will say. The commission is very important and its interim report is due by the end of the year. The hon. Lady makes a point about infrastructure and the rest of the railway network. It is essential that we carry on investing in rail services in other parts of the country and, over the next spending review, Network Rail plans to spend some £37.5 billion on the current railway network.
Mrs Cheryl Gillan (Chesham and Amersham) (Con)
The Secretary of State was forced this week to launch a so-called fightback with a piece of expensive and self-justifying research from KPMG on HS2, because he has lost control of the budget and of the arguments, including the need to travel at speeds in excess of 250 mph. It is about time that we replaced HS2 with a thoroughly researched and prepared integrated transport strategy for all regions, including Wales, and covering air, road, rail and communications links. When will he cancel that project and produce a decent overall strategy?
Mr McLoughlin
I am not sure I was forced to do anything, but I was asked by the Public Accounts Committee to do proper research and to back up the case for HS2. I dare say that if yesterday’s report had come out negative, all those people who are against HS2 would have been shouting it from the rooftops. Because it came out positive, they are opposed to it.
Mr Alan Reid (Argyll and Bute) (LD)
The KPMG report showed that every region of Britain will benefit from plans for HS2 to go as far as Leeds and Manchester, but Scotland and the north of England would benefit even more if the lines extended to Glasgow, Edinburgh and Newcastle. How are the Secretary of State’s discussions with the Scottish Government progressing in that regard?
Mr McLoughlin
I am prepared to have the meetings with the Scottish Government. I announced last October that we would be looking to take the line to Scotland. That work is ongoing.
Mrs Louise Ellman (Liverpool, Riverside) (Lab/Co-op)
The Secretary of State referred to funds to be invested by Network Rail in the classic lines. Will he give an assurance that, in addition, there will be sufficient funds to invest in new passenger and freight services on lines freed by the development of HS2?
Mr McLoughlin
Indeed. The hon. Lady who chairs the Transport Committee embarks on an important point. One key problem that any future Government will face is that of capacity on the network, as well as speed, and this line is also very much about capacity. If we made the improvement that some people suggest on the present line, it would lead to capacity increases of about 53% between London and Birmingham. HS2 will lead to a capacity increase of 143%. That is why it is so important to meet the objectives that we both have.
Jeremy Lefroy (Stafford) (Con)
My right hon. Friend says that HS2 is about capacity rather than just speed, so will he instruct HS2 to cut the speed so that the route can be more flexible and do less damage to dozens of communities along the route, including five in my constituency?
Mr McLoughlin
I have tried to say that the case for HS2 is not just about speed and that capacity is one of the main reasons for it. Although the reduction in journey time between London and Birmingham is not huge—it will be in the region of 30 minutes—for great cities in the north such as Manchester and Leeds the reduction will be very beneficial. There is not just one reason; there are many reasons for doing this project. Even if we took the line down to a lower speed limit, it would not reduce the cost by much—we would be talking about 90% of the present cost, rather than 100%.
Mr Jim Cunningham (Coventry South) (Lab)
14. I agree with the right hon. Member for Chesham and Amersham (Mrs Gillan). Has the Secretary of State looked at an alternative integrated rail system, as opposed to high-speed rail? Is there a Treasury limit on spending for that project?
Mr McLoughlin
I have set out carefully the spending limit, and we have a put in place a reasonable contingency, based on internationally recognised figures. It is a big contingency and I hope, as the chief executive of Network Rail said a few weeks ago, that the project could come in under the budget that the Government have allowed.
Stephen Mosley (City of Chester) (Con)
The KPMG report this week revealed £15 billion of economic growth, mainly in the main conurbations of the north. Will my right hon. Friend confirm that not just those main conurbations but smaller towns and cities such as Chester will benefit from new and increased services because of increased capacity on the west coast main line?
Mr McLoughlin
My hon. Friend is absolutely right: this does add to the capacity and more services. Since I have been Secretary of State for Transport, I have noticed that my colleagues on both the Opposition and Government Benches always press for more and better services. If we are to adapt that and celebrate the success of railway travel, which in this country has gone from 750 million passenger journeys a year to 1.5 billion, with an increase doubling on inter-city lines, we must find that extra capacity.
Lilian Greenwood (Nottingham South) (Lab)
There is strong, cross-party agreement that a new north-south line is vital to tackle the serious and growing capacity constraints on our existing rail network. Will the Secretary of State confirm that this investment will not draw funding away from essential upgrades to the existing rail network such as the northern hub, electrification, and new inter-city trains? Does he agree it is imperative that the new north-south line remains on budget and on track?
Mr McLoughlin
I entirely agree with the hon. Lady, and she has pointed out three important projects that will take place between 2014 and 2019: 880 miles of electrification; the new purchase of inter-city express programme trains for the east coast and great western lines; and the northern hub. Those important projects are planned for between 2014 and 2019, and refer to the £37 billion that I mentioned Network Rail is going to invest in the current railway system.
Sir Tony Baldry (Banbury) (Con)
2. What steps he is taking to tackle potholes on UK roads.
Ian Lucas (Wrexham) (Lab)
T1. If he will make a statement on his departmental responsibilities.
The Secretary of State for Transport (Mr Patrick McLoughlin)
Since I was last at the Dispatch Box, my Department has announced £94 million in funding to boost cycling in eight cities and four national parks. My right hon. Friend the Minister of State has today published a consultation on the long-term property compensation measures for phase 1 of HS2. The Government have always been clear that they intend to go further than the existing discretionary scheme in order to assist affected property owners. The consultation proposals that we are setting out today are designed to do just that.
I am also announcing today important changes to the discount scheme, which will help local people who use the Dartford-Thurrock crossing, following a persuasive campaign by my hon. Friends the Members for Dartford (Gareth Johnson) and for Thurrock (Jackie Doyle-Price). From March 2014, those registered on the schemes will be able to make unlimited trips over the crossing for just £20 a year. For the first time, we will include privately registered vans, offering a welcome boost to small businesses.
Ian Lucas
The Wrexham-Bidston line, in one of the most successful industrial regions in the UK, north-east Wales and west Cheshire, is crucial to the development of the region’s economy. What comfort can the Secretary of State give to local businesses who have expressed the concern to me that HS2 will divert investment in any proposals in that region?
Mr McLoughlin
As we pointed out earlier in Question Time, we are making significant investment in the whole railway system. That will come sooner than HS2. We are spending £37.5 billion between 2014 and 2019. My right hon. Friend the Secretary of State for Wales has also talked to me about the line my hon. Friend has just referred to, and I will be looking at how improvements can be made to that line as well.
James Wharton (Stockton South) (Con)
T2. Pinch-point funding for our road network is very important. Ingleby Barwick in my constituency has significant traffic issues, especially where the A174 meets Thornaby road. Will the Secretary of State work with me to find a solution to make life a bit better for my constituents?
Mr McLoughlin
I certainly will work with my hon. Friend and meet to discuss this scheme with him. It was part of the applications made originally for the local pinch-point fund, but it did not fall in the first round of that. The scheme was very successful and over-subscribed, but I assure my hon. Friend that we are looking hard at ways in which we might go further, and I will be happy to talk to him about his particular scheme.
Toby Perkins (Chesterfield) (Lab)
T6. Returning to the subject of HS2, will the Secretary of State confirm—we have been talking about the importance of integrating the line—that residents in Chesterfield who want to take advantage of the benefits of HS2 will not have to drive down to Toton to do so, but will have a link from Chesterfield railway station?
Mr McLoughlin
Although the hon. Member for Bolsover (Mr Skinner) rightly pointed out that Toton is in Nottinghamshire, probably even he could throw a brick from Derbyshire into Toton.
Mr McLoughlin
Possibly even further than me. As the hon. Member for Chesterfield (Toby Perkins) knows, the line from Chesterfield goes through the Toton works, so one would imagine that there will be a good connection from Chesterfield and other stations to the new station we are planning at Toton.
Amber Rudd (Hastings and Rye) (Con)
T3. I wonder whether the Secretary of State is aware that the Hastings to Ashford rail line is the only unelectrified line on the south coast line. Will he join me in calling for the electrification of this line so that my constituents can look forward to more reliable and better link times to London?
Daniel Kawczynski (Shrewsbury and Atcham) (Con)
T5. The £100 billion the Government have set aside for infrastructure projects is warmly to be welcomed. May I reiterate to my right hon. Friend the importance of the north-west relief road around Shrewsbury and the importance that we attach to this vital project for the town, which is bringing great economic benefits to the whole of Shropshire and mid-Wales?
Mr McLoughlin
Once my hon. Friend starts a campaign he never loses an opportunity to mention it. He raised this point with the Prime Minister and he has a meeting planned with me. We are spending £9 million on pinch points to tackle existing congestion around the road. I look forward to my meeting with him, where I am sure he will make his case persuasively.
Chris Evans (Islwyn) (Lab/Co-op)
One in three blind or partially sighted people are spending about £30 a month on taxis because buses cannot accommodate them through the use of audiovisual equipment. What are the Government doing to change that?
Duncan Hames (Chippenham) (LD)
My constituents look forward to the electrification of the Great Western main line. When does the Secretary of State expect to begin a consultation on any reconfiguration of services, especially in the Bristol travel-to-work area, that will be made possible by electrification and the new trains that come with it?
Mr McLoughlin
I am grateful for my hon. Friend’s welcome for our planned investment. I will write to him about the more detailed question of the timetable so that he will be well aware of it.
Sheila Gilmore (Edinburgh East) (Lab)
I want to take the railways Minister back to his earlier statement about the east coast franchise. Could he be precise about the innovations that I and my fellow travellers will see if the process goes ahead?
Mr McLoughlin
We will see, when we make the invitations to tender, exactly what proposals come back from rail companies, but the simple fact is that this Government—and the previous Government, for that matter—have seen huge growth in our railways as a result of the innovation of the train operating companies. This is not new; it was well established under the previous Government and continues to be under this one.
Jake Berry (Rossendale and Darwen) (Con)
Thank you, Mr Speaker. Following on from the question asked by my hon. Friend the Member for Bury North (Mr Nuttall), will the Secretary of State confirm that he will continue to work with me and my hon. Friend for improvements on the M66, which is a key commuter route into Manchester for east Lancashire and Bury North, both of which have played their part, with their manufacturing-based economy, in reducing unemployment in our area?
Mr McLoughlin
I was very pleased to join my hon. Friend in his constituency a few months ago, where he explained to me some of the great difficulties he has with regard to communications and the transport links for his constituency. It is incumbent on us all to look at how we can address those particular problems, improve the transport links and, where we can, improve the road network as well as, if possible, the rail network. I understand that my hon. Friend has been fighting a valiant campaign, but that it has drawn a blank from the county council.
Intercity Express Programme
Lord McLoughlin Excerpts(10 years, 11 months ago)
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The Secretary of State for Transport (Mr Patrick McLoughlin)
I have decided to exercise an option that was contained in the Intercity Express Programme (IEP) contract, signed in July 2012 with Agility Trains, a consortium made up of Hitachi and John Laing.
The option is to purchase a further 270 vehicles to replace the electric Intercity 225 fleet which currently runs on the east coast main line with a fleet of new, high quality, modern, higher capacity class 800 series nine-car electric trains. This is in addition to the core order to build nearly 600 vehicles to replace Britain’s fleet of Intercity 125 high speed trains along the Great Western and east coast main lines that were originally deployed by British Rail in the 1970s and 1980s.
The first class 800 series trains will enter revenue-earning service on the Great Western main line in 2017 and on the east coast main line in 2018. We expect the second batch of new class 800 series vehicles to be in service on the east coast from 2019. Passengers will see improvements to their travelling experience, including even more reliable services, improved telecommunications connectivity, increased leg space without compromising on luggage provision, and a greater chance of getting a seat. Train capacity will be 627 seats per train, 18% higher than the stock they are replacing which will mean that the class 800 series deployment in total will increase the number of seats in to King’s Cross in the morning peak by 28%. Journey times between London, Leeds and Edinburgh will also be reduced by several minutes. The new trains will be capable of running at 140 mph, which would lead to further journey time reductions, although operation at this speed will require signalling and infrastructure upgrades.
Furthermore, Hitachi, the manufacturers of the trains, has announced that it will assemble them at its dedicated manufacturing plant at Newton Aycliffe in County Durham. The order is a boost for the facility and its 730 planned jobs and many more in the local and national supply chains.
Exercising this option represents around a further £1.2 billion investment in Britain’s rolling stock, bringing the total contract value up to £5.8 billion covering the design, build, finance and maintenance of the fleet over a 27.5-year period. This highlights the Government’s commitment to infrastructure, to rail, to British manufacturing and to the strategy of growing and protecting the key Intercity rail markets in readiness for HS2.
High Speed Rail (Phase 2)
Lord McLoughlin Excerpts(10 years, 11 months ago)
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The Secretary of State for Transport (Mr Patrick McLoughlin)
Today I am beginning a period of public consultation on the proposed route for phase 2. This is the route the new high-speed line will take from the west midlands to Manchester and Leeds, with connections to the west and east coast main lines to serve the rest of the north of England and Scotland.
HS2 will be a vital part of our infrastructure. This new high-speed line will open up opportunities for this country that we have not seen in generations. Its scope to transform this country is enormous.
The delivery of a state-of-the-art, safe, reliable high-speed network will not only better serve our great cities but will return Britain to the forefront of engineering and construction. We must seize the chance to deliver it. We can generate jobs, support regeneration and growth in cites and unite regions. This will enable them to better compete with the capital, building a stronger Britain.
Phase 2 will turn HS2 into a truly national asset that we can be proud of. It is vital that we get it right. We need the views of the people who will be affected by the HS2 line or who stand to benefit from it, including representatives of cities and businesses to ensure that the high-speed lines from the west midlands to Manchester, Leeds and beyond are the very best that they can be.
This is an opportunity to strive for the very best in every aspect—to boost our regions, to embrace new and sustainable technology and to ensure the very best passenger experience. The views we get during this consultation will play an important part in informing my decision on a final route, station and depot options by the end of 2014.
The phase 2 consultation will run for six months and will be accompanied by a series of public information events from mid-October 2013 to early January 2014 where people will be able to review local information and speak directly with HS2 Ltd staff about the proposals.
Although HS2 will benefit the whole country, the Government understand the impact and anxiety that these proposals have on property owners affected by the route. That is why I am today launching an exceptional hardship scheme (EHS) to assist property owners during the early stages of phase 2 development. The scheme is designed to assist owner-occupiers of residential, agricultural, and small business property before the route itself is firmed up.
It is a temporary scheme to help people whose properties are affected by the plans for the line, and are experiencing (or are at risk of experiencing) exceptional hardship because they can not sell them. Successful applicants will have their properties purchased at 100% of their un-blighted open market value. That is, the value of the property were there no proposals for phase 2 of HS2.
It is not the only opportunity for compensation. As plans for the phase 2 line are firmed up, we will consider options for further long-term discretionary compensation. We will shortly launch a fresh consultation on such options for phase 1. All this is in addition to statutory compensation measures.
I am determined to find the solutions that benefit the greatest number of people, best support our cities and have the least impact on our environment. Our consultations with the public are a vital part of achieving these goals—we want people to join the debate on phase 2 of HS2—and help us to shape a network we can all be proud of.
Copies of the consultation document, “High Speed Rail: Investing in Britain’s Future Consultation on the route from the West Midlands to Manchester, Leeds and beyond”; “HS2 Phase Two Exceptional Hardship Scheme Decision document”, and other supporting documents will be placed in the Libraries of both Houses.