High Speed Rail (West Midlands - Crewe) Bill

Michael Fabricant Excerpts

2nd reading: House of Commons & Allocation of time motion: House of Commons & Carry-over motion: House of Commons & Money resolution: House of Commons & 2nd reading & Allocation of time motion & Carry-over motion & Money resolution
Tuesday 30th January 2018 Commons Chamber

[Michael Fabricant (Lichfield) (Con)]

May I ask my right hon. Friend not to take his eye off a distant ball, which is the future of the west coast main line after HS2 is constructed? More than 44 stations on that line will not be served by HS2. It is very important for passenger traffic to be maintained on the west coast main line, and to ensure that it is not used just for freight traffic.

[Chris Grayling]

My hon. Friend is right. As one who has sailed through his local station many times, on Pendolino trains, I believe that we can and should do better at such intermediate stations. We should provide better commuter links to Birmingham and to towns such as Northampton and Milton Keynes, and we should provide better links within the Trent valley—from Nuneaton to Lichfield, and up to Stafford. We will be able to do all those things to a greater degree in the future. Yes, there will be a freight benefit. We all want a freight benefit, because we want fewer trucks on the M6 and the M1, but the fact is that we can do both. Creating that extra capacity on HS2, or via HS2, is, to my mind, its great benefit. It will of course be a fast, state-of-the-art railway, but first and foremost it is about giving our transport system the capacity that it will need to enable us to grow in the future.

I know that there are people for whom this project is bad news. There are people who are affected by the routes, many of whom are in my hon. Friend’s constituency. I genuinely wish it were possible—I am sure that Members in all parts of the House wish it were possible—to deliver infrastructure improvements like this without human consequences, but it is not possible. What we must do is try to treat those people decently.

HS2 has not always got it right, and we will not always get it right, but I give the House today an assurance that I have given it before: when an injustice is being done, we will do everything we can as a ministerial team to sort it out. Members need only come to us and say, “This is unfair”, and we will look at it. Indeed, I have already done so in places up and down the route, and I will continue to do so, particularly in respect of this part of the project. A number of constituencies on the route from the Trent valley up to Crewe are affected. As the two Ministers responsible, the Under-Secretary of State for Transport, my hon. Friend the Member for Wealden (Ms Ghani), and I will happily talk to colleagues during this process. There will, of course, be many opportunities for them to make representations about the impacts to the Committee, assuming that the Bill is given a Second Reading today.

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[Andy McDonald (Middlesbrough) (Lab)]

I am pleased to stand here today to support a project which was instigated by the last Labour Government. National infrastructure investment is too important to be left to the vagaries of the election cycle. It is to the Government’s credit that they have continued to back both HS2 and Crossrail since 2010. Labour has always maintained that HS2 must be built as a network rather than a standalone piece of infrastructure. It is this approach which will deliver the maximum economic benefits. Both main parties can agree that HS2 is about more than transport. High-speed rail is about unlocking the economic potential of the north and the midlands. It will drive a rebalancing of the UK economy by improving connectivity between the north and south.

[Michael Fabricant]

The hon. Gentleman talked about HS2 being an integrated network, but one of my criticisms of HS2 is that it is far from integrated. The original plan was for it to go direct down through the channel tunnel and into continental Europe and I can give other examples—I will probably will do so in my speech—but this is far from integrated: it is stand-alone, meets at Crewe and does not actually go into Birmingham New Street. Why is this?

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[Michael Fabricant (Lichfield) (Con)]

I beg to move an amendment, to leave out from “That” to the end of the Question and add:

“this House, while recognising the increasing need for additional north-south rail line capacity to relieve congestion on the West Coast Main Line south of the Midlands and to improve connectivity between major cities and with London, declines to give the High Speed Rail (West Midlands - Crewe) Bill a Second Reading because (1) there are better ways to address any rail capacity issues north of the Midlands, (2) the line set out in the Bill is routed through unspoiled countryside unnecessarily damaging the environment including wildlife habitats, ancient woodlands and waterways, fails to connect via HS2 Phase 1 with HS1, the Channel Tunnel and the European continent, fails to connect directly through HS2 Phase 1 with potential airport hubs for London and the south-east of England, and fails to connect directly to existing major mainline stations and the existing rail network, (3) the Bill provides inadequate compensation to those blighted by the route and those whose property is subject to compulsory purchase orders, (4) the Bill fails to provide for sufficient public transport to disperse HS2 passengers disembarking at London Euston, and (5) the Bill does not implement a more environmentally sympathetic, better integrated, and more cost-effective route, such as the route originally proposed by Arup which would have used existing transport corridors minimising environmental damage and reducing costs by around £10 billion, and which would have connected directly with HS1 and the continent, London Heathrow Airport, Birmingham International Airport, and major conurbations.”

First, may I say how much I welcomed the Secretary of State’s answer to my question about Lichfield? Many of my constituents will be reassured by what he said. If he is half as good as his predecessor, my right hon. Friend the Member for Derbyshire Dales (Sir Patrick McLoughlin), he will be very good indeed.

Having said that, I am afraid that I must now destroy the cosy consensus that seems to be prevailing on the Opposition and Government Benches. I shall explain why. When HS2 was first envisioned, people spoke about people in Manchester, Leeds and Birmingham being able to get on to a high-speed train and end up in Paris, Lille and, indeed, even Berlin, with Deutsche Bahn. But that is not to be. We heard from the shadow Minister that HS2 is an integrated railway, but it is not. It is nothing like that at all.

Let me present a hypothetical situation. One of my constituents from Lichfield, together with his wife, two children and all their luggage, decide that they are going to give up travelling by dirty aircraft and will instead travel by clean rail down to Paris. What is the reality going to be? Imagine my constituent, the wife, the children and the baggage. They get on the train at Lichfield City station—although this applies to stations up and down the country—and end up at Birmingham New Street. Then what happens? They have to leave Birmingham New Street with the two children and all their bags and walk for 22 minutes. At this point, I wish to praise Councillor Tony Thompson in Lichfield who has done the walk and timed it. Without the children and all the bags, it took him 22 minutes to tramp across Birmingham to get to Curzon Street to the proposed HS2 station.

After all that, can the family then relax, knowing that they will end up in Paris? No, they cannot—because, instead, the train arrives at Euston. My right hon. Friend the Foreign Secretary, when he was Mayor of London, pointed out, quite rightly, that Euston has a capacity problem—not with trains arriving, because Euston is to be extended, but with getting people away from Euston, because there is not the public transport. Even if there was sufficient capacity, the family then have to tramp, yet again, either down a series of escalators and back up again, with children and with all the bags, or they walk across London to get to St Pancras.

[Ian Mearns (Gateshead) (Lab)]

rose—

[Michael Fabricant]

I will give way in a moment.

Finally, when they get to St Pancras, they can settle on the train. So much for a quick and easy journey from the north-east down to Paris.

[Ian Mearns]

rose—

[Michael Fabricant]

I will give way to the hon. Gentleman who has been trying to get in.

[Ian Mearns]

For 15 months, I was a member of the HS2 Bill Committee, and I did that very walk myself. I did not get a friendly councillor to do it for me; I did it myself. It took about six to eight minutes top whack. I know that, in future, the route will be better than it was then because an awful lot of construction work was going on around New Street at the time. It was six to eight minutes top whack.

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[Michael Fabricant]

But the hon. Gentleman is thin, lithe and athletic. I am talking about a harried husband, a wife, squabbling children and loads of luggage. That is what I am talking about.

[Chris Grayling]

May I take my hon. Friend slightly closer to home, not perhaps in his own constituency, but alongside? Those people who seek to commute from Rugby, Coventry, Birmingham International and intermediate stations into Birmingham find that their daily journey is delayed by the fact that this line, which is two-track only and which can only be two-track, has express trains, local trains, intermediate trains to Northampton and even some freight trains on it. It is chaotic and jammed all the time. HS2 takes off the express trains and gives those people a better commute into Birmingham. Is that not something that the west midlands should champion?

[Michael Fabricant]

My right hon. Friend is absolutely right about that. I do not think that there is any argument about the capacity problem. It was he, or perhaps it was my right hon. Friend the Member for Derbyshire Dales, who said that the west coast main line is operating at 100% capacity and that it is the busiest line in Europe. In fact, it is a triumph in that people have moved on to those trains in their millions since the time when a Labour Government were in power, and certainly since the time of nationalisation—and we all remember those curling sandwiches. Of course there are advantages, too, but it could have been done in a much better way. It is not a connected service. What do we have now? The genesis of it all was Lord Adonis who, in 2007, came up with the idea of the route. I can tell Members that he was astonished when the Conservative Government accepted that route. Again, let me say very clearly that I am arguing not against HS2 itself, but against the way in which it is being executed. That is what I am criticising. Lord Adonis wanted an ultra-high-speed line. As a consequence, he got rulers on maps, drew straight lines, crashing through countryside, which had previously not been damaged, destroying ancient woodlands, and generally messing up the entire area.

[Anna Soubry]

My hon. Friend makes a very important point. I do not agree with the overall drift of where his speech is leading us to, but he makes a very good point, which is about the importance of connectivity. There is no point in spending billions of pounds on a brilliant new service unless the connectivity is there. Does he agree that, when we look at other projects, we know that the ones that work—wherever they are in the world—are ones where a person can get off one line, and move swiftly and easily, in comfort, to another line, or another piece of transport.

[Michael Fabricant]

My right hon. Friend is absolutely right. And that, really, is my main criticism of HS2—that it is not integrated. We cannot get on in Birmingham and end up in France and it does not connect with HS1. The sadness is that Arup originally came up with a proposal that would have done just that. The original Arup proposal would have been more on the surface, using existing transport corridors, so it would have been £10 billion to £12 billion cheaper. At the same time, it would have been less environmentally damaging, and that would have made sense. Under Arup’s plan, we would have been able to get on a train at Birmingham New Street and, as a consequence, end up in France. But no—because we were at that point obsessed with running at ultra-high speed, we decided that we would do this project with straight lines going through virgin countryside.

Thank goodness that there will now be kinks and loops—thanks, in part, to my right hon. Friend the Member for Derbyshire Dales—so that HS2 does not go smashing through the middle of Lichfield cathedral or, indeed, so that it does not damage Tatton. I remember that my former right hon. Friend, George Osborne, managed to get a few kinks in the line as well. But do you know what the irony is, Madam Deputy Speaker? The irony is that, because of all the kinks and loops, HS2 trains cannot now travel at ultra-high speed. Quite frankly, with the benefit of hindsight, we could have had a more connected train service that was less environmentally damaging and £12 billion cheaper than the present one. At the same time , it could have been something that people would cherish in years to come. Yes, they may cherish the route from Coventry to Birmingham, but I think that young people wanting to travel seamlessly to the continent by train will be sorely disappointed.

Now, I mentioned how phase 2a would affect Lichfield. By the way, Lichfield has had a double whammy because we were affected by phase 1 and are now being affected by phase 2a. Phase 2a will cause the loss or damage of 18 ancient woodlands—just on that short route—and the loss of 27 veteran trees between Lichfield and Crewe.

[Anna Soubry]

Twenty-seven?

[Michael Fabricant]

Twenty-seven, yes. Do not knock that, though. We are talking about ancient trees and woodlands, which cannot be repeated. We cannot dig them up and then replant them because—hey!—they are not ancient anymore. The definition of an ancient woodland is that it has to be 400 years old with a soil structure that can only be generated when it is 400 years old. As the Secretary of State said, all large infrastructure projects will cause damage, and of course I accept that. But if we had gone with the original Arup route, which Lord Adonis thought would be far too slow—it would only run at high speed, not ultra-high speed—we would not have had so much damage.

I am very pleased to see my hon. Friend the Member for Poole (Sir Robert Syms) in the Chamber. He ought to be a right hon. Member because he chaired the High Speed Rail (London - West Midlands) Bill Select Committee for phase 1. I praise all the Members who served on that Committee, because at least I can offer my constituents the hope that, if the Committee that will be set up if this Bill goes through Parliament is half as good as his Committee, there will be improvements. If people petition and petition well, there will be changes to the route.

Finally, I re-emphasise the point I made earlier in a question to the Secretary of State. It is important that we do not lose sight of the west coast main line and continued passenger services. I believe that 44 railway stations on the west coast main line will not be directly affected or served by HS2. We still need our Virgin trains and our slower trains including the excellent service that is now being provided by London Northwestern Railway, which succeeded London Midland, which, incidentally, started off badly but improved a lot during its franchise period.

There will come a time when the Pendolinos will become unusable because they have reached their age limit. It is hugely important that the Department for Transport begins to start thinking about a replacement for that high-speed service, because Lichfield commuters do not just commute into Birmingham, Stafford and places like that—they are commuting down to London daily. One very senior guy at the BBC said to me, “Michael, I don’t have to send my kids to a private school”—this is the BBC for you, but we know about their salaries—“because the schools are so good in Lichfield, and I can afford to live in a large house with lots of land around me, which of course I could never do in London.” That is thanks to the Pendolino service.

[Rachel Maclean]

With regard to broadcasters and where they could be located for their jobs, does my hon. Friend not think that HS2 is a great argument for Channel 4 to be relocated to the west midlands, because the Channel 4 executives could commute from London, or wherever they like to live? They could be based in Lichfield and make their programmes there.

[Michael Fabricant]

They could be based in Lichfield, yes, or in Birmingham. I hope that Channel 4 will indeed move out of London. I know that this is completely out of order, Madam Deputy Speaker, but I am now putting in our bid for the west midlands on that.

I have explained why I cannot support this Bill. I will not press my amendment to a vote, but if, as I expect, there is going to be a Division on the substantive motion, I am afraid that I will have to vote against the Government on this occasion.

[Anna Soubry]

Shame!

[Michael Fabricant]

It is a shame, as my right hon. Friend says. I very rarely vote against my own Government, because we are so successful in what we do, but there is this blindness about the design of HS2—and it has permeated across to the Labour Front Bench as well. I could not believe it when the hon. Member for Middlesbrough (Andy McDonald) said that it is an integrated railway line, when it very clearly is not. I will vote against this Bill, and I hope that other colleagues in the House will join me.

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[Christian Matheson]

I will welcome it when it is built and when we actually have something going. HS3, or Northern Powerhouse Rail, is a slogan rather than a railway, and I look forward to its being a railway rather than a slogan. There is a real danger that the benefits that accrue will not do so for the whole country. This is a national project and the benefits that derive from it should be national, too.

In particular, I want to discuss the Crewe hub, which I was pleased to hear the Secretary of State refer to several times. We get lots of positive, warm words—if that praise is not too derogatory—about the importance that Ministers at the Department for Transport attach to the Crewe hub. However, time and again, after two years of pressing, we still have had no firm details about what format it will take or how it will integrate into the rest of the network.

I was pleased to hear my hon. Friend the Member for Middlesbrough (Andy McDonald), the shadow Secretary of State, talking about the need for HS2 to be integrated into the rest of the network. The hon. Member for Lichfield (Michael Fabricant) might have misunderstood, but that was very much my understanding, and that is exactly where the Crewe hub would come in. With the greatest respect to my good friend the Member for Crewe and Nantwich (Laura Smith), Crewe does not have a large enough population to justify an HS2 station, but the lines and connectivity radiating from it as a central hub in that part of the north-west and the north midlands would provide the services and the weight of gravity to make the Crewe hub essential to HS2.

[Michael Fabricant]

What the hon. Gentleman says about Crewe is absolutely right, but does he understand my disappointment that there will be two separate stations in Birmingham and two separate stations in London, instead of it being integrated there as well? While the north is important, so are the midlands and the south.

[Christian Matheson]

I do understand the hon. Gentleman’s disappointment. Actually, I share some of it, and if he bears with me I will come on to that in a moment.

The lines that would radiate from Crewe would include the existing west coast main line, which my hon. Friend the Member for Warrington North (Helen Jones) talked about, so Warrington, Wigan and south Lancashire would benefit, as would my constituency and hopefully, the north Wales line. Again, I say to Ministers that for the real benefits to accrue, the Chester and north Wales line would need to be electrified; I have not given up on that, even if they have.

The Crewe hub would mesh nicely with the Growth Track 360 proposals that leaders in Cheshire West and Chester and across the border in north Wales have put together to really try to mesh our railway offerings. I know that Ministers have seen those. My hon. Friend the shadow Secretary of State was extremely helpful when I talked to him about my concerns. He took them to HS2 Ltd, which was asked about the benefits that somebody from Chester might gain. This is where I come back to the hon. Member for Lichfield. Apparently, under the current HS2 proposals, those benefits would include HS2 freeing up capacity on the west coast main line, so that more trains would be able to go through, between Chester and Lichfield, on that line. He talked about the potential, over time, for the west coast main line to wither on the vine, and I share that concern. Those of us who are not in London, Birmingham or Manchester may not get the full benefits, because we will be asked to take the benefits of the west coast main line instead. Much as those are benefits, that is not the high-speed line on offer.

I detect a certain disconnect—I ask Ministers to look carefully at this—between HS2 Ltd and its proposals and the plans from Network Rail and the Department for Transport for the development of the railways. HS2 Ltd has been tasked with building the HS2 line and some amorphous idea of a Crewe hub, but we are still not sure what or exactly where it is in Crewe or of the layout of Crewe station. The plans do not fit in with the broader sub-regional plans for the growth of the railways. All HS2 Ltd seems concerned with is the delivery of the new high-speed line. I urge Ministers to look carefully at ensuring that the proposals for HS2 and others, such as Growth Track 360, mesh together in the connected way that my hon. Friend the shadow Secretary of State talked about; otherwise we will not accrue the full benefits.

I welcome the Minister to her place, and I make this plea to her: I ask that she think carefully about how the Crewe hub can be given a reality that benefits not just the big cities but north Shropshire, south Lancashire, all of Cheshire, all the railway lines radiating from Crewe, and particularly—as far as I am concerned—the Chester and north Wales line. It has to mesh together. At some point, we have to stop kicking this particular can down the road and come out with firm and deliverable proposals for a Crewe hub that will share the benefits of HS2 that will not otherwise accrue.

[Maggie Throup (Erewash) (Con)]

It is a pleasure to follow the hon. Member for City of Chester (Christian Matheson) and to contribute to this debate. I too welcome the new Minister to her place. I am sure we will be having many conversations over the coming months and years.

I would like to speak specifically to the reasoned amendment in the name of my hon. Friends. Although I cannot support it, I have some sympathy with it, specifically on the issue of property compensation. The compensation packages agreed under the Bill will have a significant impact and influence in the future when similar measures are agreed for phase 2b, which affects my constituency. It is extremely important, therefore, that we get it right now for those affected by phase 2a and phase 2b.

I am sure that my residents are not unique in their frustration with the process, but what are unique are the specifics around the property market in Long Eaton. The plus 10% on offer through the express purchase scheme for residents in the safeguarded area is not enough for many of my homeowners to buy a new home just two streets away. This is not acceptable. These residents, some of whom have lived in the same home for many years—often 40 years and more—are losing their homes, and for them their home is their castle. There must be an alternative for my constituents, and I hope that a way forward can be found.

I am sure that my right hon. Friends the Secretary of State and the Prime Minster agree, as they have both said in this place, that no one should lose out as a result of HS2. On 17 July last year, the Secretary of State said:

“I am clear that I do not want people to lose out as a result of this”—[Official Report, 17 July 2017; Vol. 627, c. 674.]

On 11 October, in a response to a question of mine, the Prime Minister said:

“my hon. Friend the Rail Minister is determined to see that fair and comprehensive compensation for those directly affected by the route is paid, and it will be paid as if HS2 did not exist, plus the 10% and reasonable moving costs.”—[Official Report, 11 October 2017; Vol. 629, c. 328.]

I would suggest that Long Eaton is the town most affected by HS2 across the whole of the country along any part of the line. It may not have a long stretch of the rail line—indeed, it is estimated to be only 3.3 miles—but those 3.3 miles will be directly through the town on a 16-metre high viaduct. That is why it is so important to get it right for residents who are losing their homes and those left behind, and why I ask the Minister to take another look at the compensation packages, not just for my constituents but for those affected along the whole line. For residents in relatively low-cost housing areas, such as New Tythe Street and Bonsall Street in Long Eaton, I would like to suggest a scheme that encompasses an equity share option. We should also recognise, however, that it is not just about money; it is about keeping communities together, and I believe an equity share scheme would do just that.

HS2 Ltd has a specific question to answer about why it is pursuing and progressing with special measures for the Shimmer estate in Mexborough but not applying the same principles to Long Eaton. I am also concerned by the way it is interpreting current guidelines and so often appears to be working against residents rather than with them.

It is also important to consider the impact that HS2 will have on businesses that are blighted by the project. For my local businesses, the uncertainty has existed since early January 2013. It has been over five years, with no end in sight yet. It is imperative for HS2 Ltd to improve on its poor record of engagement by engaging in early and meaningful interaction with businesses on which compulsory purchase orders have been served.

[Michael Fabricant]

It was certainly my experience with phase 1 that the constant changes of personnel within HS2 Ltd caused problems. There was not just disengagement between HS2 and our constituents, but, apparently, disengagement between HS2 personnel themselves, with one hand not knowing what the other was doing.

[Maggie Throup]

Not just people but processes seem to change, and HS2 Ltd is not passing the information on to the chartered surveyors who are working on its behalf or to those who are working on behalf of the residents.

The Country Land and Business Association has reported that rural business owners who go through the compulsory purchase process find it difficult to secure funding to develop their businesses, or have existing finance agreements reviewed. Whether it is rural or urban, the problem is the same, as some of my local businesses in Long Eaton have discovered.

The Country Land and Business Association has also told me that the Government have committed themselves to enacting legislation to provide for advance payments, and I ask the Minister to comment on that today. Business cannot continue to be successful with such uncertainties hanging over them. As many Members know, all successful businesses have short, medium and long-term business plans but they cannot operate, given the current air of uncertainty.

Let me issue one final plea. At present, many of the areas affected by the line of route have only a very narrow safeguarded area on either side of the line. I ask the Minister to urge HS2 Ltd to be realistic about the amount of land take required, and take action now to safeguard the true area needed so that residents can get on with their lives.

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[Sir William Cash (Stone) (Con)]

I want to make clear straight away, on behalf of my constituents and in the light of my personal views on this Bill, my vehement objection to the proposals before us. I will vote against the Bill if there is a Division, which I rather think there will be. I have discussed my objections on various occasions both before the House and locally; they derive from the vast impact on my constituents in Baldwin’s Gate, Bar Hill, Whitmore and Madeley and the surrounding area, and Yarnfield and Stone and surrounding areas, as well as from my scepticism about the Government claims on the benefits of the HS2 scheme in general.

The Government in their 2012 national planning policy framework set out the three pillars of economic, social and environmental factors that all new plans must satisfy. I find it incomprehensible that the Government can so ignore their own framework on a national scale in relation to the HS2 scheme.

First, I shall comment on the lack of benefits in the proposed phase 2 scheme. Its cost is £3.48 billion, a figure that is bound to rise as the project proceeds. This has not been enough to stop it being characterised by the Country Land and Business Association as full of

“delays, secrecy, broken promises, and poor management.”

This has directly damaged already-strained relationships with those most affected by HS2 and is preventing the complaints of those involved from being heard effectively.

Moreover, the actual overall costs, which are escalating all the time, are incredibly badly accounted for. As the right hon. Member for Rother Valley (Sir Kevin Barron) indicated, we have seen report after report, including economic reports and independent assessments, from the Public Accounts Committee and all kinds of other committees, and it is inconceivable that the amount of money that is currently expected to provide for all this will be adequate.

There is also the problem of providing proper compensation for those affected, including advance payments, as was said by my right hon. Friend the Member for Chesham and Amersham (Dame Cheryl Gillan). I also understand the concerns being expressed by some of my constituents, who are deeply worried about the possibility of terrorist threats to the service. Associated with those threats is the inevitable delay that will be built in to the security needed to avoid them. That will increase the amount of time it takes people to get on to the trains. HS2 might go very fast, and it might increase capacity, but there is no doubt that there will also be an enormous amount of delay, because its security arrangements will have to be similar to those used for other methods of travel such as air.

Phase 2 of HS2 will also have an immensely destructive effect on the environment. The Woodland Trust has noted that, unbelievably, given the impact on the environment that phase 1 will have, phase 2a will be more destructive per kilometre. The whole scheme will damage or destroy 98 ancient woods, with 18 alone coming from phase 2a. Over 10.5 hectares of irreplaceable ancient woodland will be lost in phase 2a, as well as at least 27 ancient and veteran trees. That loss is completely unacceptable.

The environmental impact does not end there. The National Trust has stated that phase 2a of HS2 will

“impact adversely on the conservation of the special places”

that it is charged with conserving, operating and managing,

“affecting both the experience of our visitors and the lives and livelihoods of our agricultural and residential tenants.”

The preservation of our natural heritage will be jeopardised by this project.

[Michael Fabricant]

I am listening to my hon. Friend with considerable interest. Does he not agree that the saddest thing of all is that Arup came up with an alternative proposal that would not have damaged all those ancient woodlands because it would have used existing transport corridors? We could have done this so much better.

[Sir William Cash]

I absolutely agree, but unfortunately that advice has not been taken.

Secondly, I have no confidence whatever in the Government’s stated outcomes for HS2 phase 2 in building costs or in social and environmental impacts. This comes from the dismal experience of their failures over their own reports on phase 1. The House of Lords Economic Affairs Committee cast doubt on phase 1 from the beginning of the process, arguing that the evidence used to calculate the magnitude of benefit was out of date and unconvincing. The Library briefing shows how the benefit to cost ratio of phase 1 has fallen consistently over time. Nothing has been done to address these flaws in the economic modelling.

Progress on the delivery of phase 1 is similarly criticised by the National Audit Office in its 2016 review, which stated that the Department for Transport had

“set HS2 Ltd a schedule for achieving delivery readiness that was too ambitious”,

and that:

“There is a risk that the combined impact of cost and schedule pressures result in reduced programme scope and lower the benefit cost ratio.”

It also stated that:

“Effective integration of High Speed 2 with the wider UK rail system is challenging and poses risks to value for money”.

The NAO attacks the cost estimates for phase 2, which it says are

“at a much earlier stage of development than phase 1”,

with some elements currently unfunded. For the past four years, the Infrastructure and Projects Authority has put HS2 just one step above appearing what it defines as

“unachievable unless significant, urgent and often substantial action is taken.”

I ask the Minister what evidence there is that this will be done.

Cost overruns and delays have long been associated with public construction, but HS2 dwarfs the problems of the past. Think about the amount that could be made available to the public services if these billions and billions of pounds went towards something other than this white elephant in the making. We are doomed to exist in a perpetual cycle of departmental over-promising and under-delivering. In the light of concerns about the phase 1 Bill, it is impossible to trust the Government’s assertions as to the benefits of phase 2.

Thirdly, I must cast doubt over the ability of HS2 Ltd. The Public Accounts Committee accuses HS2 Ltd of having a culture

“of failing to provide full and accurate information to those responsible for holding it to account”

and states that it

“does not have in place the basic controls needed to protect public money.”

There cannot be a bigger condemnation than that. Those basic failures underline the incompetence with which the project has been conducted. Most damningly, the PAC accuses both HS2 Ltd and the Department of not appearing

“to understand the risks to the successful delivery of the programme”.

This is a Second Reading debate, and I am saying that all the reports indicate that we can have no trust in how the principal objectives of the project are being conducted. That is evident in the employment of Carillion as a key contractor on the project. A clear lack of oversight and due diligence has jeopardised public money. Those arguments mean that the Bill fails to meet the standards required of this House.

Moving to the local issues that affect my constituents, I am thoroughly dismayed with the entire project. Not only does the proposal carve through my entire constituency from top to bottom, without any immediate benefit to my constituents in terms of communication or railway stops, but many will acknowledge that the current west coast main line provides a good service and short journey times. As my right hon. Friend the Member for Chesham and Amersham has indicated, this HS2 project will be overtaken by new technologies, such as the possibility of a maglev system or a hyperloop system, and the technology used in the HS2 project is increasingly out of date. Within the timespan for the completion of the project, the money would be better spent on other programmes and public services.

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[Dame Cheryl Gillan]

I am loth to agree with the hon. Gentleman entirely, but I find myself tempted to do so, because the first point I want to mention is cost.

The cost of this project will go up exponentially. When it was first announced in 2013, the cost of the whole project was about £16 billion, and by 2015 those costs were updated to £55.7 billion. The National Audit Office published a report on HS2’s progress and preparations, and it highlighted the fact that the £55.7 billion funding package does not even cover the funding for the activity needed to deliver the promised growth and regeneration benefits that the hon. Member for Leigh so desperately wants for her young constituents. I think that still continues to be a problem, and I would ask the Minister to have a look at when she can update the costs of this project, and ask her to lay out clearly for the House what extra funding will be required from the Treasury to deliver those growth and regeneration benefits that have been so much boasted of.

I think HS2 will turn out to be, as Michael Byng said, the most expensive railway on earth, at £403 million a mile. In fact, Michael Byng, who created the method used by Network Rail to cost its projects, made the estimates for the DFT and said the line would cost double the official figure, and 15 times more than the cost per mile of the TGV in France. We need to be very careful about how those costs are escalating.

I want to mention the environment. I have had some notable gains in Buckinghamshire—our own county—to save the Chilterns from even greater damage than was first anticipated. I am grateful for the tunnelling. It saves some 9.2 hectares of ancient woodland in three separate woods, but the Woodland Trust has estimated that on phase 2a and 2b it is losing 24 irreplaceable woods, and we shall still lose 63 ancient woods on phase 1 to start off with. I say to the House: once they have gone, they are lost forever. You cannot replace ancient woodland, however much planting you do in other areas of the country.

I want to mention the process. I think the hybrid Bill process for phase 1 was a travesty of our procedures, and I pay tribute to the Chairman of Ways and Means and the House authorities who looked at the Standing Orders and changed some of the aspects of a hybrid Bill to improve the petitioner experience. I want to place it on the record that I think our Clerk who is no longer with us, Neil Caulfield, who was so excellent, would have been pleased to see adjustments to these procedures. Although it is still an arcane process, I think it was important that we fed back the agonies of going through the hybrid Bill process, and that the House responded. I think the positive changes that have been made, particularly the changes to the language, which will increase accessibility to the petitioners, will make a difference and protect the rights for petitioners to be heard. I also think that submitting petitions electronically is a way forward. I still think that the fee of £20 to fight for one’s house, business, land or property is insulting, and I see no reason why petitioners must pay £20 to have their case heard when the state is trying to take their property.

I also feel that corridor deals need to be stamped out. Corridor deals conducted by silks and barristers acting on behalf of the Government are completely opaque and have no enforceability. There is intimidation and pressure from the QCs and the legal teams, hustling up to people in the corridor right before their petition is heard. I hope that the Government will listen and ensure that corridor deals are stamped out completely in this next legislative phase.

I want to refer to engagement by HS2 and the attitude towards the people affected. My colleagues have spoken eloquently already about the ways in which HS2 and its staff and personnel still fail to engage with the people who are most affected by this project. I am still hearing of poor engagement up and down the line, and the Country Land and Business Association reports delays, secrecy, broken promises and poor management.

We are still waiting for answers on various matters, such as the incident that took place in the Colne Valley the other day. I asked for the outcome of the investigation, because I thought that was quite a serious incident. I have still not had any response outlining exactly what happened and why people behaved in such a fashion to people crossing land that would be affected by HS2.

I would also very much like to find out what is happening in my own constituency, in Buckinghamshire. The other day, the Secretary of State promised that I and other MPs would be informed where works were taking place and that has not yet happened. The Secretary of State gave a categorical undertaking at that Dispatch Box, but messages I have had none.

Only today, despite a clear, agreed contract with HS2, a constituent has found that the payment they were due to receive within 21 days is still outstanding three months later. I will give details to the Secretary of State because it came in just today, but that just proves to me that HS2 still cannot keep its commitments or treat the people who are being affected by the project in a rational, decent and respectful manner. It is a gross miscarriage of justice for people to be treated in such a way by the Government and by HS2 Ltd.

[Michael Fabricant]

Like me, my right hon. Friend has gone through the phase 1 experience—I am, of course, affected by phase 2a as well. Does she not think that HS2 as an organisation is dysfunctional? One official does not speak to another, the left hand does not know what the right hand is doing; surely that does not augur well for the construction of a railway line.

[Dame Cheryl Gillan]

My hon. Friend is absolutely right. A project of this nature needs to be run in the most professional fashion possible. It needs good governance. It does not need its top executives to be paid 10 times what an MP is paid. It has been criticised up hill and down dale. We have seen it handing out £1.7 million of unauthorised redundancy payments. We have seen the conflicts of interest that have caused major companies to pull out of the bidding process and the contractual process, the failure to carry out due diligence, a turnover of staff, and an attitude towards the people they deal with that can only be described as arrogant.

I still hope that this project can be pulled back into shape. That is why I encourage my colleagues to think about dedicating the Minister’s career over at least the next two years solely to looking after HS2. I thought long and hard, and I have the freedom of the Back Benches, which is a great pleasure, and it is with a heavy heart that once again I have to say that although I know that my hon. Friends will not press their amendment to a vote, if anyone does call a vote on Second Reading, I will again be forced to walk through the Lobby against it.

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[Michael Fabricant]

As I intend to vote against Second Reading, for all the reasons I have given, and as that has the same effect, I beg to ask leave to withdraw the amendment.

Amendment, by leave, withdrawn.

Question put, That the Bill be now read a Second time.