P&O Ferries

Lord Russell of Liverpool Excerpts

Tuesday 22nd March 2022 Lords Chamber

[The Deputy Speaker (Lord Russell of Liverpool) (CB)]

My Lords, the 20 minutes allotted for Back-Bench questions have now finished. We will allow a minute or so for the House to adjust itself for the next business, before we continue on Report.

Air Traffic Management and Unmanned Aircraft Bill [HL]

Lord Russell of Liverpool Excerpts

Consideration of Commons amendments & Lords Hansard
Tuesday 20th April 2021 Lords Chamber

[The Deputy Speaker (Lord Russell of Liverpool) (CB)]

My Lords, the Hybrid Sitting of the House will now resume. I ask all Members to respect social distancing.

There are no counterpropositions to the Commons amendments to the Air Traffic Management and Unmanned Aircraft Bill, so the only speakers are those listed and the Minister’s Motion may not be opposed. Short questions of elucidation from listed speakers after the Minister’s response are discouraged. A Member wishing to ask such a question must email the clerk.

Motion

Moved by

High Speed Rail (West Midlands–Crewe) Bill

Lord Russell of Liverpool Excerpts

Report stage (Hansard) & Report stage (Hansard): House of Lords & Report stage
Monday 30th November 2020 Lords Chamber

There are all sorts of ways in which we can take the railway forward, but providing an annual report on a railway on which construction has not even started and which will not be operational for some time is possibly not the best way to do it. However, I reassure the noble Baroness that the Government are doing many reports on connectivity on an ongoing basis, and I encourage her to respond to the union connectivity review, which is being led by Sir Peter Hendy and is currently open to calls for evidence. I have difficulty in seeing merit in the amendment from the noble Baroness and I trust that I have been able to satisfy her.

[The Deputy Speaker (Lord Russell of Liverpool) (CB)]

I have received one request to ask a short question from the noble Lord, Lord Berkeley. I call the noble Lord to ask a short question for elucidation.

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[The Deputy Speaker (Lord Russell of Liverpool) (CB)]

My Lords, we now come to the group beginning with Amendment 5. I remind noble Lords that Members other than the mover and the Minister may speak only once and that short questions of elucidation are discouraged. Anyone wishing to press this or anything else in this group to a Division should make that clear in debate.

Amendment 5

Moved by

High Speed Rail (West Midlands-Crewe) Bill

Lord Russell of Liverpool Excerpts

Committee stage & Committee: 2nd sitting (Hansard) & Committee: 2nd sitting (Hansard): House of Lords & Committee: 2nd sitting : House of Lords & Committee: 2nd sitting
Thursday 12th November 2020 Grand Committee

[The Deputy Chairman of Committees (Lord Russell of Liverpool) (CB)]

A participants’ list for today’s proceedings has been published by the Government Whips’ Office, as have lists of Members who have put their names to the amendments or expressed an interest in speaking on each group. I will call Members to speak in the order listed. Members are not permitted to intervene spontaneously; the Chair calls each speaker. Interventions during speeches or “before the noble Lord sits down” are not permitted.

During the debate on each group, I will invite Members, including Members in the Grand Committee Room, to email the clerk if they wish to speak after the Minister, using the Grand Committee address. I will call Members to speak in order of request and call the Minister to reply each time. The groupings are binding, and it will not be possible to degroup an amendment for separate debate. A Member intending to move formally an amendment already debated should have given notice in the debate. Leave should be given to withdraw amendments.

When putting the Question, I will collect voices in the Grand Committee Room only. I remind Members that Divisions cannot take place in Grand Committee. It takes unanimity to amend the Bill, so if a single voice says “Not content”, an amendment is negatived, and if a single voice says “Content”, a clause stands part. If a Member taking part remotely intends to oppose an amendment expected to be agreed to, they should make this clear when speaking on the group.

Amendment 6

Moved by

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I do not think that the proposal of the noble Lord, Lord Berkeley, is the right way to ensure that the path ahead is smoother than in the past. HS2 itself needs to reform and it needs to get on with it as swiftly as possible.

[The Deputy Chairman of Committees (Lord Russell of Liverpool) (CB)]

Before I call the next speaker, I ask the noble Baroness, Lady Jones, to be aware that she needs to keep her mute on; otherwise, we will inadvertently see more of her than she wishes us to see.

[Lord Rosser (Lab) [V]]

My noble friend Lord Berkeley has spoken about the purpose of his amendment, calling for an independent peer review of the section of the HS2 project covered by the Bill; namely, the connection to phase 1 at Fradley in the West Midlands and to the west coast main line just outside Crewe in Cheshire.

The most recent review—and it is recent—was the Oakervee review, which started off with my noble friend Lord Berkeley playing a prominent role, which then appeared to be downgraded as time went on, until at the end he seemed to be treated as a somewhat peripheral figure. Presumably this was not unrelated to my noble friend’s views about the review and its conclusions.

My Amendment 8 requires the Secretary of State to publish a cost-benefit analysis of HS2 within three months of the Bill becoming an Act, and then to

“publish a revised assessment in each subsequent twelve month period.”

I imagine that the Minister will oppose that but, if so, I hope she will be able to tell me that that is because this will be covered in the new six-monthly reports to Parliament. Obviously, I await her response.

However, I want to raise some points about costs. Are the committed costs for phase 1 now some £10 billion, with that figure being about a quarter of the Government’s estimated total cost of phase 1? If that is an accurate or reasonably accurate figure, would the Government expect committed costs to have already reached some 25% of the total cost of the phase before the permanent works have really got under way? What is the Government’s estimated cost of phase 2a and how much has already been spent and committed? What is now the expected completion date of phase 2a? Are the Government confident that their latest cost-benefit ratio figure for HS2 could never worsen as the project continues—and, one fears, costs rise—to the point where there would be a serious question about the case for HS2? An assurance on that point would be helpful. Is it the Government’s unequivocal position that once the Bill becomes an Act, phase 2a will proceed—no ifs, no buts?

Our position is, and has always been, one of support for HS2. It was no wonder that my noble friend Lord Adonis sought unambiguous assurances on Monday, which he did not appear to get, of the Government’s continuing commitment to complete the eastern leg of HS2 in full, to plan, from Birmingham through the east Midlands to Leeds. It was a Labour Government who got this project off the ground, thanks in particular to the drive and determination shown by my noble friend. However, there needs to be a proper grip on costs once specific figures for expected costs have been announced, which also means that considerable hard evidence-backed thought needs to be given to what, realistically, those expected costs are likely to be, and the same should apply as far as the benefits are concerned.

I suspect that the Government recognise that. In a letter to me of 16 October the Minister said:

“The Government have strengthened the arrangements for governance and accountability for the HS2 project. There is now a dedicated Minister, a cross-government ministerial group and a six-monthly report to Parliament.”


Is the appointment of a dedicated Minister an admission that there has been insufficient ministerial involvement and oversight of the HS2 project and its costs by the Department for Transport for a significant part of the past 10 years? That is what it sounds like. If so, why did Ministers allow that to happen and to drag on for so long? Does the creation of a cross-governmental ministerial group mean an acceptance that there will have been no proper co-ordinated cross-government policy-making at ministerial level and oversight on HS2, including its costs, for a significant part of the past 10 years? Once again, that is what it sounds like. Again, I ask: if so, why did Ministers allow that to happen and to drag on for so long?

I would like to know why the Government think that these new arrangements will strengthen governance and accountability. In what way is governance being strengthened? What particular deficiency in the previous governance arrangements will be plugged by these new arrangements? What positive impact on the HS2 project do the Government expect to result from these new arrangements? In what way do the Government believe that accountability will be strengthened by these new arrangements? Who and what will become more accountable and to whom? What benefits do the Government expect to arise from this strengthening of accountability for the HS2 project? What will be the impact of the strengthened arrangements for governance and accountability on the costs of HS2? If it is expected to be positive—and I assume it is—why will these new arrangements involving Ministers enable costs to be better controlled than they have been under the existing arrangements?

The first of the six-monthly reports to Parliament has reported a further £800 million increase in costs over six months. Are the Government satisfied that the reasons given in the report for the increase in costs could not have been identified much earlier with more extensive preparatory work? If the Government’s answer is that they are satisfied that that is the case, that seems close to an admission that they really do not know what the final cost of HS2 will be since, presumably, further major unexpected developments or problems could continue to arise all the time. If that is the case, we can only hope that such developments and other potential issues affecting costs do not end up exceeding the contingency provision that has been made because, as we have seen and know, opponents of this project are reinvigorated every time there is an announcement of a further non-budgeted increase in costs. That is why controlling costs is important.

I hope that the Government will be able to give some clear answers to the questions I have asked and will explain why and what they believe the new arrangements referred to in the letter of 16 October will deliver in respect of strengthened governance and accountability and much better control over costs of a project we continue to support.

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I agreed on Monday that I would write to noble Lords setting out all the things we are doing on improved governance and reporting; I will do that following further contributions from noble Lords today but, for the time being, I hope that on the basis of my intervention, the noble Lord, Lord Berkeley, feels able to withdraw his amendment.

[The Deputy Chairman of Committees (Lord Russell of Liverpool) (CB)]

My Lords, I have received no requests to speak after the Minister, so I call—

[Lord Adonis (Lab)]

Sorry: I was not quite sure who I was supposed to email under this complicated regime. I emailed someone, but clearly the wrong person.

Perhaps I could ask the Minister a question. She gave she gave a compelling response as to why we should not have a review. She was less convincing in response to my noble friend Lord Rosser about cost/benefits, because costs and benefits change over time, which was part of the point my noble friend was making. The noble Lord, Lord Framlingham, was so concerned that we should pay attention to cost/benefits; can the Minister confirm that when it comes to the next review of cost/benefits, it is very important that the costs of upgrading the three principal lines running north from London—the west coast main line, the Midlands main line and the east coast main line—will be set against the costs if HS2 does not proceed? All the estimates made of those costs are that they are huge and should not be discounted in any future cost/benefit analysis.

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Amendment 6 withdrawn.

[The Deputy Chairman of Committees (Lord Russell of Liverpool) (CB)]

We now come to the group consisting of Amendment 7. I remind noble Lords that anyone wishing to speak after the Minister should email the clerk during the debate and, for the benefit of the noble Lord, Lord Adonis, that means the clerk in Grand Committee, not the clerk downstairs in the Chamber, who he emailed by mistake.

Amendment 7

Moved by

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[Lord Berkeley (Lab)]

My Lords, this amendment on non-disclosure agreements is relevant to the Bill but covers a much wider scope of government policy than just HS2 or even transport. This amendment was tabled in the House of Commons and got some very interesting discussion going. There is a lot of interest in NDAs and their scope around Parliament around at the moment. There is a lot of concern in the health service, as some noble Lords may know. An all-party group on NDAs has been formed under the able chairmanship of the noble Baroness, Lady Kramer, who will speak to this grouping.

I emphasise again that I am not trying to see NDAs banned completely, but I think some limit to who is subject to them and what they are used for might help transparency in discussions taking place, particularly in Select Committees on the Bill. The worry from people trying to petition has been that businesses and local authorities have been asked to sign NDAs that have prevented them from getting the information they feel they need from HS2 to be able to petition effectively.

This includes denying information to the elected members of councils. I gather that 31 local councils had NDAs on HS2 in place. It is important with issues that concern local areas, such as road movements, which we will come on to as well, and the effect on industrial estates, to ask how the public interest can be served if information is limited and councils cannot tell even their elected members what they are discussing. I do not know whether the withholding of all this information was intentional, but it is important that access to it is not denied to councils, landowners and businesses to prevent them discussing options and issues.

The idea of banning NDAs completely is obviously not very sensible and I am not proposing that, but what I am proposing is—I am sorry to use the word “independent” again—a process not only for HS2 or its successor but for other railways and projects, as well as the NHS, to make some kind of assessment of whether or not something is in the public interest. I suggest that the assessor should be a current or former High Court judge or someone similar.

I am sure that we will have a lot of debate on this. It is not a showstopper, but a lot of people would gain comfort from knowing that they are able to get the information they need in order to hold a debate on what they want to talk about. I beg to move.

[The Deputy Chairman of Committees (Lord Russell of Liverpool) (CB)]

The noble Baroness, Lady Randerson, has withdrawn from speaking to this amendment, so I now call the noble Baroness, Lady Jones of Moulsecoomb.

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[Lord Adonis (Lab)]

My Lords, while I recognise that there is a fixed order of speakers, I really want to speak after the noble Baroness, Lady Kramer, because I know that in the past she took up the case of a particular whistleblower. I think that it relates to the time when she was the Minister responsible for HS2. In thinking how I can use creatively the processes of the Grand Committee, now that I know which clerk to email in order to speak after the Minister, if I have anything to say after the noble Baroness, Lady Kramer, has spoken, I shall do so by those means.

What the noble Baroness, Lady Jones, has just said about non-disclosure agreements not being used for political purposes is of course completely correct and all noble Lords would agree with that. I am very keen to hear from the noble Baroness, Lady Kramer, because I think that she is going set out her concerns about a particular case or cases, and obviously I am also keen to hear the Minister’s response to those.

[The Deputy Chairman of Committees (Lord Russell of Liverpool) (CB)]

The noble Lord, Lord Haselhurst, has withdrawn from speaking to this amendment and so I now call the noble Lord, Lord Liddle.

[Lord Liddle (Lab) [V]]

My Lords, I am worried that in these discussions I am going to fall out with my noble friend Lord Berkeley, for whom I have great respect, but I hope that that is not the case. However, I think that this is a very odd amendment to attach to a Bill on HS2. There is much wider public concern about the use of non-disclosure agreements, but to add this to an HS2 measure just confirms conspiracy theories about the way that HS2 has been operating. I do not think that there is any great evidence for this and therefore my noble friend should withdraw his amendment.