Oral Answers to Questions

Michael Fabricant Excerpts

Thursday 21st March 2024 Commons Chamber

[Anthony Browne]

The Seafarers’ Wages Act will come into force this summer. Unfortunately, it takes time to pass legislation, and we had to consult on it. No one wants it to come into force quicker than I. The claim that the seafarers’ charter will have no impact is completely untrue. The operators will have to abide by the terms of the charter, which will ensure that seafarers earn the minimum wage throughout their engagements, that they get overtime payments of at least 1.25 times the hourly rate, and that they have rosters that ensure that they are not fatigued and safety is not compromised. The Government will monitor the compliance of the operators with that charter.

[Michael Fabricant (Lichfield) (Con)]

3. What steps he is taking to help local authorities improve local transport in the west midlands.

[The Secretary of State for Transport (Mr Mark Harper)]

In total, local transport authorities across the west midlands have been allocated around £5 billion to improve local transport services and infrastructure through the city region sustainable transport settlement, bus service improvement plan funding, and our recently announced local transport fund. One thing that would of course hugely help local transport in the west midlands is for voters in the combined authority to re-elect our fantastic Mayor, Andy Street.

[Michael Fabricant]

Hear, hear! The extension of the Birmingham to Lichfield line goes all the way to Burton and passes the National Memorial Arboretum. At the moment, the line is used only for freight, and I was told four years ago that the cost of upgrading it for passenger traffic would be only about £10 million, which is nothing in the great scheme of things. When will we see the line being completed so that people can go to the National Memorial Arboretum, which has half a million visitors a year, by rail instead of always having to use road?

[Mr Harper]

I know that my hon. Friend is a long-standing champion of that scheme and takes every opportunity to raise it with us. It is for local authorities to promote schemes for transport in their areas. I am pleased to tell him that, following our decision to cancel the second phase of High Speed 2, we have been able to make significant funds available, so Staffordshire County Council—his local authority—will get just under £260 million from the local transport fund. I urge him to talk to the council to see if it can fund the very modest bid that he has just set out for that scheme.

High Speed 2 Compensation

Michael Fabricant Excerpts

Thursday 18th January 2024 Commons Chamber

[Theo Clarke]

Let me make some progress and I will give way in a few minutes.

I want all those seeking compensation to know that they have not been forgotten. I am speaking up for them all today, to ensure their views are heard at the highest levels of Government. Since being elected as the Member for Stafford, I have raised the issue of HS2 compensation six times in this House—six times—and I have still not had all of my outstanding local claims resolved. That is not acceptable when HS2’s behaviour towards my residents has been shocking. In addition, I have contacted numerous relevant Ministers and spent hundreds of hours working on the issue, visiting affected constituents and advocating for them.

My first piece of casework as a new MP involved a constituent who experienced the most awful mental health crisis because of the stress of the compensation process. I thank my right hon. Friend the Member for Pendle (Andrew Stephenson), who as a Rail Minister worked constructively with me on that case. I appreciate, too, that the new Minister, my hon. Friend the Member for Bexhill and Battle (Huw Merriman), has also met me recently to discuss these issues.

When the Prime Minister announced back in October last year that the phase 2 of HS2 north of Birmingham would be cancelled, I welcomed it as I have long believed that HS2 is a folly. In November the Prime Minister stated that

“we are committed to fair treatment for people affected by the changes”.—[Official Report, 15 November 2023; Vol. 740, c. 642.]

While I applaud the Prime Minister’s sentiments, there should absolutely be fair treatment for all those affected by the changes, so today I ask the Minister to ensure that HS2 Ltd pays compensation fairly. That is the crucial question made even more pressing in light of the Secretary of State’s comments back in November when he said he thinks that those affected by HS2

“have been properly compensated according to the law”.

I am sorry to say that that is not the case. I will go into more detail about why there has not been proper compensation in several instances.

When the HS2 route was announced over a decade ago, the value of property and land along the route immediately dropped. The land and properties had become blighted, and we had to set up a very complex compensation system. Those going through the process were advised to hire private agents to assist them through the negotiating process, but I have heard from numerous people that the complexity of the process has meant that they were offered far smaller sums in compensation than the property was worth because of HS2. This process is not only complex but also extremely slow and I am now being told those living along the cancelled phase 2 route who wish to repurchase their property are doing so at a far higher price. This is clearly unacceptable. Why on earth should we be penalising residents who have already been forced to sell their property and land due to the Government building a railway line through their homes?

[Michael Fabricant (Lichfield) (Con)]

I have a constituent called Siân Froggatt, and she had a compulsory purchase order made against part of her farm, involving land that is the only way she can access her farm. Three times she has petitioned HS2 to buy it back, but it says no, and the land will now go on to the open market. How can that be right—I hope the Minister will address this—when the railway line will not even be going alongside? She is willing to pay back the money for her land that was compulsorily taken off her.

[Theo Clarke]

My hon. Friend makes an extremely important point, and I agree with everything he said. I will give an example from a constituent of mine in a similar situation. Andrew Collier is a farmer in Stafford farming 650 acres. HS2 purchased just over half his land, and some of that land was earmarked for utilities. The land was taken before harvest time, and he asked HS2 Ltd for permission to harvest his crop. HS2 said it would allow him to do that, so the crop was harvested, but then HS2 Ltd gave the crop to someone else and did not pay him for it. Mr Collier applied for compensation, hoping that it would swiftly arrive. Of course, that did not happen.

Instead, Mr Collier waited for two and a half years for HS2 to compensate him. I emphasise that to the Minister. Even now, he is still owed hundreds of thousands of pounds to cover two years of lost harvests and other outstanding claims. He tells me that two members of his family who worked on the farm have now had to leave, because the remaining farmland is too little for them to work on. Due to the compulsory purchase of his land and the long delays in receiving compensation, he told me in his surgery appointment that his farm is now no longer financially viable. Compounding those issues, his sacrifice is now seemingly in vain, because HS2 phase 2 has been cancelled and the land is lying fallow.

That example is why this debate today is so important for raising this issue. There is a fundamental lack of transparency and fairness in this entire process, and I believe it is causing real harm to my constituents. How HS2 Ltd deals with compensation appears to be completely divorced from practical realities on the ground.

Another example is a local golf club, the course of which is in the middle of the countryside in my constituency. Club members were devastated when they heard that the HS2 route would cut straight through the middle of it. What is to happen now? Similarly, my constituents Jean and Trevor Tabernor own a farm. HS2’s route meant that their farm would be spared, but their farmhouse was demolished. Their new farmhouse is nearly completed, and they have been seeking the last instalment of money to finish the work. As we all would expect, that needs to be finalised as soon as possible so that they can complete the construction of their home. However, they are facing delays, and now that the line has been cancelled, HS2 is trying to place restrictive clauses on them “in perpetuity”, just for my constituents to receive what they are owed. Those clauses are clearly so that HS2 can maximise the value of its assets. HS2 Ltd is literally the only thing standing between them and their new home. Again, I ask the Minister: what will happen to resolve that? It is affecting people’s lives and we simply cannot wait any longer for an answer.

I turn to businesses affected and, in particular, how unsuitable the compensation process is for farmers. In our recent meeting, my hon. Friend the Minister recognised that there are specific issues relating to farmers. I note that in his response to my hon. Friend the Member for Buckingham (Greg Smith), he publicly stated that

“of the land that HS2 has, about 81% has been let back out to be able to be utilised…I want to make sure that we can better understand from the farming community what can be done with the land that is no longer needed”.

I thank the Minister for those words. I know he has met the National Farmers Union, as indeed have I in Staffordshire, and others to better understand these issues.

The point that I wish to make is that if unused land is not preserved in its state on the day before farming ended, it will start slowly to deteriorate. For cropland in particular, that means that the land being returned to farmers will have to be rehabilitated, currently at the farmer’s expense. When we consider farmland, it is clear that the compensation process is causing major financial issues by depriving farmers of the land that they farm and their ability to forward plan.

I also have examples of constituents who had not yet reached an agreement with HS2 Ltd when the Prime Minister made his announcement. May I ask the Government not to forget about those residents, who also need to have their compensation resolved?

On how HS2 Ltd proposes to dispose of phase 2 land, following the cancellation of phase 2 it has consistently told residents and business owners that it must act to ensure value for money for taxpayers. As a Conservative, I support that in principle, but value for money in this context appears to mean short-changing those from whom it has purchased land and property. The issue with the proposal is simple: HS2 Ltd is focusing purely on ensuring that it receives the highest price for the land and the properties it has compulsorily purchased, but there appears to have been little thought given to those whose lands have been taken off them and wish to have them back. The NFU has highlighted the issue and is calling for a simpler and cheaper process for returning land; I very much support that.

As part of the process, most property and landowners who had their land compulsorily purchased will be offered the right of first refusal under the Crichel Down rules. However, the value of the lands now will naturally be higher than when it was blighted, and they will also be higher because land and property prices have increased in general. Farmers in particular, and all those affected, tell me that they are having to buy back their own land at a far higher cost. That is unfair. I would like the Minister to look at that again. If the right to first refusal is not taken, what will happen to that land and property? Someone will purchase it and, particularly with farmland, there is an additional danger that developers and land bankers might be keen to buy it, which would completely transform the make-up of former rural communities.

There has been a serious lack of transparency from HS2 throughout all this. I was shocked to read recently that the chief executive of HS2 Ltd revealed that the cost of phase 1 has already increased by £10 billion to £66.6 billion—what a horrific waste of taxpayer money.

Finally, I raise the importance of the Handsacre link, which would bring HS2-compatible trains to Stafford. It was advertised as the reward for the people of Stafford for enduring so many years of issues associated with the project. It would ensure that phase 1 is completed, and a lot of the works required to construct it are under way. I raised the rail link previously, in April last year, when I was assured by the Secretary of State for Transport that the works would continue to progress, but I hear rumours that it is to be cancelled. That would be not only a betrayal of my constituents and a waste of the time and resources put into the construction that has already been completed, but—this is a key point—a breach of the legislation that specifies that it must be built. Will the Minister reassure my constituents that the Handsacre rail link will be completed?

This debate is important because my constituents are still living in uncertainty. The processes surrounding HS2 compensation are flawed, and HS2 Ltd continues to behave disgracefully. Finally, may I invite my hon. Friend the Minister to visit me in Stafford to talk directly to my constituents and see at first hand how the delays and the lack of fair payments is affecting them, and ask him to commit today to doing something about that? HS2 compensation must finally be resolved.

--- Later in debate ---

[Andrew Bridgen (North West Leicestershire) (Ind)]

I commend the hon. Member for Stafford (Theo Clarke) for securing this debate.

The motion states:

“That this House calls on the Government to provide compensation to people who have been affected by the construction of HS2.”

I take a bit of exception to the word “construction”. There has been a great deal of cost and a great deal of injury, especially for the taxpayer. In my constituency, 22 miles of which have been affected by blight for more than a decade, there is certainly plenty of injury and need for compensation, but there has never been any actual construction.

As the House knows, HS2—the second project of the high-speed rail system—was initiated by the Labour Government before the 2010 election. I think it was Lord Adonis’s little pet project, which he formulated on the back of a fag packet as a gimmick for the Labour manifesto, but unfortunately George Osborne picked it up and ran with it.

[Michael Fabricant]

Did the hon. Gentleman know that before Lord Adonis got his grubby hands on it, a design for HS2 was made by Arup? HS2 would have connected with HS1, and would have gone into major transport hubs such as Birmingham New Street and Manchester Piccadilly. It would have been possible to travel directly from Manchester Piccadilly to France without any changes at all, and do you know what? It would have been cheaper as well, because there would have been no tunnelling through the Chilterns.

[Andrew Bridgen]

If we were to debate the many failings of HS2, we would need more than the time available today. That will be for another debate, and I have no doubt that the Government have learned lessons, as they always do, but they will have been very expensive lessons for the taxpayer. HS2 is the white elephant that got ever bigger on taxpayers’ money. I opposed the project before it even started. I voted and spoke against it at every opportunity for a decade, but the elephant got ever larger.

My constituents let out a collective sigh of relief when phase 2b was finally dispatched. Today’s debate is about compensation, which is defined as an award, normally money, paid in recognition of loss, suffering and injury. Although my constituency did not see any HS2 construction, we certainly had plenty of loss, suffering and injury. We had 10 years of blight, with an area the width of two football fields, running the whole length of the constituency—22 miles—being sterilised.

Countless houses were never built and at least one factory, at the Lounge coal washing site, had to be cancelled—that factory would have created 1,200 jobs. We have had this blight for 10 years. My constituency is fortunate to have the highest economic growth in the country, but that economic growth and prosperity would have been far greater without the blighted land running through the middle of the constituency for more than 10 years.

What compensation can the Minister offer my constituents? Some of them went to their grave, and the biggest worry in their life was that HS2 was supposed to be going through their back garden. I reassured them that it was never going to happen. Despite all the bull and bluster from the Government, it was always going to run out of money. When the route was announced in 2013, I said it was going to end up costing over £100 billion —it is in Hansard—and the House laughed. It was right to laugh, because it was not £100 billion, was it? It was £160 billion at its peak.

The hon. Member for Lichfield (Michael Fabricant) is right that the project was supposed to move people seamlessly around the country. As the Government could never afford to get HS2 into city centres because of its burgeoning costs, they quickly ended up aiming to move people from nearly London to nearly Birmingham. If phase 2 had proceeded, it would have gone to nearly Manchester. I do not know anyone who wants to go from nearly London to nearly Birmingham, but the project had to continue.

HS2 has blighted my North West Leicestershire constituency, but I want to talk about one community in particular. The village of Measham was the most affected settlement on the planned route. Nowhere south of Measham had the number of houses and businesses that would have been disrupted, without any mitigation. Knowing it is one of the most deprived communities in my constituency, we had a regeneration plan to work with a fantastic company called Measham Land, through which 450 desirable new houses were going to be built on wasteland in the middle of the village. Working with the Ashby Canal Trust, it was going to fund regeneration projects, including two aqueducts, to bring the canal back to Measham, with a café culture around a large basin at the end of the canal system where people could bring their longboats. There was going to be huge investment in the village until HS2 was announced.

The route went straight through the middle of the Measham Land site. The regeneration of Measham has been delayed for 10 years. The people of Measham have suffered loss and injury, but where is the compensation? Okay, the regeneration will now go ahead, but it is 10 years late. The project would have been completed by now. We have seen that all along the route, not just in my constituency.

Who else has been injured? I will declare an interest: I am probably the only Member of Parliament who had to sell their house to HS2—a house that I bought in 2011. It was a substantial Georgian rectory with outbuildings and 14 acres of grounds, and I was forced by a judge to sell it under the extreme hardship scheme. I sold it in 2015 to HS2. Being a Member of Parliament, I thought, “I can’t deal with HS2 myself, so I’ll employ some consultants to deal with it, so that it’s an arm’s length transaction.” They charged me £25,000. It took 18 months, and I went through the system. I explained to the Government afterwards how HS2 has swindled everybody along the line with its property prices, and I will explain to the House how it is done.

It appears to be a transparently fair system, but I can assure hon. and right hon. Members that it most certainly is not, given the psychology behind it. Everybody along the whole route is presented with the same options. If HS2 wants to buy a property or someone has to sell their property—whether it is land, a factory or a dwelling—for various reasons, they will be offered a list of 10 valuers by HS2. The valuers will be mainly London estate agents, of whom the seller will have no knowledge. They may know the names—some of the very big estate agencies are on the list of 10 valuers—but it will be dealt with by the London offices, with which people in the midlands or the north are unlikely to have ever had any contact. They will be asked to choose one of the valuers to value their property, and HS2 will choose another, which sounds pretty transparently fair. They will both come to the property, land or factory to do an valuation. If the valuations are within 10% of each other, HS2 will say, “Let’s split the difference and call that the valuation.”

On paper, that sounds very fair, but think about the psychology of it. Those 10 valuers are the valuers for the whole route. They will only ever work for an individual who chooses them at random, because no seller has any knowledge of them whatsoever—it is a purely random choice. By choosing a valuer, someone has done all they can for them; the valuer will get paid their fee from HS2 for doing the valuation. But what the valuers on the list all want to be is the valuer that gets chosen every time by HS2. Given the pressure from the burgeoning costs of the project and the evidence given by whistleblowers who have left the land procurement side of HS2, which of the valuers do hon. and right hon. Members think HS2 will choose on the next occasion: the valuer who puts in the highest price to buy my house and land from me, or the valuer who puts in the lowest price for my property and land? The fact is that the system used by HS2 was always going to drive down the land and property prices paid to those affected by the route, and it is provable that that is exactly what it did.

There have been two notable whistleblowers who have left HS2, and I have spoken to both of them over the years. A former director of HS2, Doug Thornton, was put in charge of planning and performance. He was later put in charge of a £2.8 billion project to acquire all the land and properties that were needed along parts of the route. He went back to HS2 and said, “£2.8 billion is not enough. You can’t make a budget and just say we’re going to buy all the land and buildings for £2.8 billion.” He said it was nearer £4.8 billion, but he was told that he had to buy them for that price. Does that sound like HS2 was ever paying a fair price for the properties it needed to acquire along the route?

I have also recently spoken to Andrew Bruce, who was in charge of buying land and properties for HS2 until 2016. He had told his superiors that they had never paid a fair market price for any of the land and buildings that he bought while he was there, and he was asked to shred a report that he had done on that.

The two whistleblowers suffered loss and injury as well, because I am told that they were unable to get another job in the industry after they whistleblew on the practices that they experienced in HS2. They might need some compensation as well. We should protect whistleblowers, because without them we would still have a continuation of the Horizon/Post Office scandal. I maintain that individuals and communities have been damaged by HS2, and I would be interested to know what compensation the village of Measham will get, and what we are going to do for every householder and landowner along that route, who I can prove did not get the right price.

The Minister has promised me a meeting twice in the last two months, and I still do not have a date for it. I really hope that he will come through for me. I hope that lessons have been learned by HS2 and the Government. It has been a week of scandals— Horizon/Post Office, the loan charge, HS2—and the Government have not covered themselves in glory.

--- Later in debate ---

[Michael Fabricant (Lichfield) (Con)]

I thank my near neighbour and hon. Friend the Member for Stafford (Theo Clarke) for introducing this debate. We have heard a catalogue of problems from various colleagues here on both sides of the House. The sad thing is that they are not unique. They are repeated up and down the country.

When I was a Whip, I instituted a system—I am looking at my hon. Friend the Member for Rushcliffe (Ruth Edwards), who is the Whip, to see whether this system still operates—where we would look at our Members of Parliament to see how many staff they got through in a short period, because clearly there was a problem if someone could not hold on to their staff for long. We would think that the Minister or Back Bencher in question was seriously flawed in some way. How many chairmen and chief executives has HS2 gone through? It has gone through a lot, because they are flawed in a serious way; they are dysfunctional.

[Andrew Bridgen]

That is made even more amazing by the fact that they have gone through all these senior staff at HS2, and yet it is the highest paid role in the civil service.

[Michael Fabricant]

It is extraordinary, and it just demonstrates what an organisation this is—not only dysfunctional, but unfair. In an intervention, I talked about my constituent Siân Froggatt, who is not being allowed to reclaim land that was compulsorily taken from her, even though the land is now not needed because the railway is not going ahead on phase 2a. I might add that she is still waiting to be paid—waiting to be paid, and still unable able to reclaim that land.

I took the opportunity of looking at my cellphone during the debate, not because I was looking at tractors or anything like that, but because I was doing some research about the Crichel Down rules. It says on the Government’s own website that

“The Crichel Down Rules require government departments… to offer back surplus land to the former owner or the former owner’s successors at the current market value.”

It has to be offered back to the same people. Not only is it not being offered back at a reasonable price, but it is often not being offered back to the same people.

I came in at the very last moment to speak in this debate, so I will not take up a great deal of time. I will listen with interest to the Minister’s response, which I suspect might be the same as the answer he gave yesterday in a different debate regarding the Handsacre junction, which happens to be in my constituency. I ask that in these dying days of HS2—dying days in one way or another—the Government get a grip and ensure that, just we asked in the previous debate, justice is done for our constituents. The sense of justice we have in this nation extends not only to His Majesty’s Revenue and Customs, as in the previous debate, but to HS2 Limited in this one.

--- Later in debate ---

[Mike Kane]

I refer to the answer I gave to the right hon. Member for South Staffordshire; that remains our position. Labour has launched an independent expert review of transport infrastructure headed by industry leader Jürgen Maier, originally of Siemens, to learn the lessons from this shambles and to ensure that we deliver transport infrastructure faster and more effectively, so that communities are not taken for a ride with nothing to show for it, as has been the case here.

In this debate we have heard just a few of the many examples of people’s lives being impacted by this Conservative HS2 scandal. It is clear that communities are still paying the price for the delays of the past decade and the chaos of the past few months.

[Michael Fabricant]

The hon. Gentleman is being very generous in giving way. Would he generously accept that, if it had not been for Lord Adonis changing the original plan, HS2 would have gone nowhere near areas such as the Chilterns? It would have gone up a completely different route and been a connected railway, and would probably have been quite worthwhile.

[Mike Kane]

I thank the hon. Member for his intervention, but seriously, after 14 years, those types of excuses are wearing extraordinarily thin, if he does not mind my saying so.

I hope the Minister will outline what is being done to address this chaos—costs are still going up after the decision in October—to ensure that those impacted receive the compensation that they deserve, as Members have well underlined, and that the same mistakes are not made again and again in future. I look forward to hearing the Minister’s remarks. Once again, I thank the hon. Member for Stafford for securing the debate and all Members who have participated.

HS2 Cancellation and Network North

Michael Fabricant Excerpts

Wednesday 17th January 2024 Westminster Hall

[Jack Brereton (Stoke-on-Trent South) (Con)]

I beg to move,

That this House has considered Network North and the cancellation of HS2 Phase 2a.

It is a pleasure to serve with you in the Chair, Mr Davies. I am delighted to have secured this debate. The cancellation of High Speed 2 phase 2a is an important topic for consideration, as is the transfer of funding to what has been dubbed Network North. I will start by making my position crystal clear. I welcome the cancellation of HS2 phase 2a because the reality is that it would have caused great pain to Staffordshire, and I welcome the Network North initiative because it promises great gains for Staffordshire. Because Staffordshire is the heart of the country, and is increasingly a national base for north-south and east-west logistic operations, its gains will be gains for the whole United Kingdom economy.

There is of course a big “but”. Network North is greatly encouraging—but it must not merely illustrate projects; it must deliver them in a coherent programme of transport improvements that get the country moving and deliver productivity gains.

[Michael Fabricant (Lichfield) (Con)]

I congratulate my hon. Friend on securing this debate on an issue that is very important for Staffordshire, as he rightly points out. Does he know—perhaps the Minister can clarify this later if he does not—where the money will be allocated in the west midlands region? In Lichfield, we are very keen to extend the cross-city line, which runs through Birmingham and Lichfield to Burton. There will be a station to serve the National Memorial Arboretum. Does he think funding might be available for that?

[Jack Brereton]

My hon. Friend has been a long advocate of restoring the important cross-city line. I very much hope that such local considerations will be taken on board and that funding will be directed locally to make a difference. I am sure the Minister will clarify the position and expand on what my hon. Friend said.

When we can see the wood for the trees, the important point is this: there are localised projects that will help knit together our national transport network for the benefit of a far wider range of people than the elite who want to get in and out of London on business expenses as quickly as possible regardless of the consequences for local communities in Staffordshire, like those in Yarnfield and Swynnerton in the constituency of my hon. Friend the Member for Stone (Sir William Cash). We have already experienced that in north Staffordshire, even before HS2 phase 2a. I am not just talking about the Beeching axe, which was bad enough and of course did not exclusively affect the Potteries; I am talking about the last Labour Government’s decision to make it quicker to get between Manchester and London via the west coast mainline Potteries arc by annihilating three local stations that had survived the Beeching cuts of the 1960s.

[Jack Brereton]

Absolutely. I entirely agree with my hon. Friend. Stone station was a victim of the west coast upgrade changes, but thanks to his work and that of those who campaigned for its reopening, it has reopened and been extremely successful. I hope we continue to see those types of station reopen.

The west coast upgrade meant that in Stoke-on-Trent, for marginal time gains between Manchester and London, Etruria station—the very place where the fist sod was cut for the North Staffordshire railway in September 1846—was closed by the Labour Government in September 2005. To the south of the city, Wedgwood and Barlaston stations were suspended in 2004 and neither has subsequently reopened or been maintained in a good state of repair. I understand from Network Rail that neither can now be reopened to passenger services without significant investment and potentially being completely rebuilt, which means that there is now no intermediate local station between Stoke-on-Trent and Stone.

As my hon. Friend the Member for Stone illustrated, the same happened with Stone station, but thanks to his efforts and those of the community, it was reopened in December 2008 and now has some services for that town. So much for Labour’s Strategic Rail Authority! That experience has made us determined that HS2 would either have to work for Stoke-on-Trent and Staffordshire, or we would have to drop it entirely. Unfortunately, it had become clearer and clearer that HS2 would not bring benefits to Staffordshire, certainly not the net benefit that we would need to see to justify the horrendous disruption, painful compulsory purchases and the disruption of ancient woodland.

A constituent attended my surgery recently whose business has been and continues to be affected. Unbelievably, he has recently been asked by HS2 Ltd to commission further thousands of pounds of costly reports to prove the value of his business, despite the 2a route no longer even going ahead. He is not alone: many businesses and property owners throughout Staffordshire continue to be hounded by HS2 Ltd and forced to give up their businesses or sell their land, despite phase 2a being cancelled. A line must be drawn under the compulsory purchase order process. I am sure we will hear more about that tomorrow in the Backbench Business debate on HS2 compensation that is being led by my hon. Friend the Member for Stafford (Theo Clarke). Ultimately, however, it is essential that the Government keep to their word and urgently lift the safeguards on the 2a route, and that efforts are made to rapidly extricate HS2 from the lives of people in those communities and elsewhere in Staffordshire.

Every day that goes by costs the public purse considerably in extortionate security costs and wasteful legal processes for sites that are no longer even needed. If further clarity were needed that HS2 would not bring benefits to Staffordshire or indeed nationally, it was striking to hear from Trevor Parkin and Trevor Gould from the Stone Railway Campaign Group at the oral evidence session of the Transport Committee in Birmingham on 30 November last year. Trevor Gould said:

“I was a great advocate of the HS2 project. I fully support the idea in principle and I still think that it is important that high-speed trains are segregated from freight and slower passenger trains, but unfortunately this HS2 is not the way to do it; it does not do what it says on the tin. It does not release capacity north of Birmingham, it does not improve connectivity because of that”.

As we know, the three fast trains an hour currently serving Staffordshire—one via Stafford and two via Stoke-on-Trent—were set to be replaced by one HS2 service calling at both, which would have terminated at Macclesfield. That is a major reduction on what we currently enjoy, so it is not at all clear that there would have been extra capacity or connectivity, which is what HS2 was supposed to address. In fact, according to HS2 Ltd’s updated 2022 strategic outline business case, the only places north of Birmingham that would have received a higher number of services than they do today would have been Runcorn and Liverpool.

In the meantime, there is a pressing list of other projects that need to be delivered to ensure local services and connectivity into the hub stations are maximised. The reason for that is the major constraints at Crewe, particularly Crewe North junction, which were made worse post phase 2. HS2 had no plans to increase the number of platforms or address the constraints at Crewe North junction, which means the only possible way to run HS2 services would have been to take out what already exists, removing local and regional connectivity. I am not even convinced that HS2 intended to run any meaningful service to Stafford, Stoke-on-Trent and Macclesfield.

On 10 January, the executive chair of HS2 Ltd, Sir Jon Thompson, appeared before the Transport Committee and I asked him to clarify some striking comments that he had made to the Public Accounts Committee on 16 November. I put it to him that he had said to the PAC that if HS2 phase 2a had indeed been built,

“HS2 trains would never have gone on to the west coast main line”

at Handsacre and that “they would have joined” the west coast main line only “north of Manchester.” To that he replied: “Yes.” Of course, I pressed him on that because it would mean that the proposed services to Stafford, Stoke-on-Trent and Macclesfield were never actually going to materialise, even on completion of phase 2a. Sir Jon said that

“if 2a had been constructed, the advice to me, which I have got written down here, is that we would not have used that junction.”

That is Handsacre junction. I await further clarity in writing, but that does, at face value, confirm my worst fears about what HS2 Ltd was actually planning at Handsacre, which is a fait accompli of connections that would not have carried HS2 trains up the Potteries arc—and it would have all been too late by then to do anything about it.

Macclesfield—always a very odd choice of terminus, fine though that market town undoubtedly is—appears to have been a fig leaf to quieten Staffordshire down during the construction phase. Originally, under the hybrid Bill of 2013, it was proposed to create a full connection at Handsacre for HS2 by connecting the new track into the existing fast lines, enabling HS2 services to join on to the west coast main line. Then, in 2019—Trevor Parkin of the Stone Railway Campaign Group made this point very well at the Transport Committee on 30 November—HS2 redrew its intentions at Handsacre in order to join the slow lines of the west coast main line and not the fast lines. The options analysis for that extraordinary move has never been published, and we still do not know why that bizarre decision was taken.

With the cancellation of phase 2, it is clearly essential that we now revert to the original design for the Handsacre junction, to enable a proper connection with the fast lines to maximise capacity and allow services to run beyond. As I said, we await further clarification in writing about the reasons behind the changes, which are unlikely to be to do with cost, as people have attempted to claim. It seems unlikely that HS2 had intended any real, meaningful Stafford-Stoke-Macclesfield services to run at all.

[Michael Fabricant]

I am sorry to intervene on my hon. Friend again, but he mentions Handsacre, which of course is in my Lichfield constituency, and I am fascinated by what he says. I know, for example, that the Mayor of the West Midlands, Andy Street, is banking on the service from Curzon Street in Birmingham providing an HS2 service, albeit not necessarily at high speed, up to Manchester. That would be impossible if the Handsacre link were now not to go ahead. My constituents need clarity on this and I hope that the Minister, in his reply, will be very clear about whether the Handsacre link is going ahead—we all assume that it is.

[Jack Brereton]

I thank my hon. Friend for that point. It is essential that the Handsacre link goes ahead, otherwise there is no way to connect those services back on to the west coast main line to provide that service into Manchester, Liverpool, the rest of the north-west and ultimately up to Scotland. It is vital that the Handsacre link is done right and that we see HS2 connect not just on to the slow lines at Handsacre, but on to the fast lines. If we connected it on to the slow lines, that would severely constrain the capacity of the west coast main line in that location, so it is essential that we revert to the original design and that HS2 connects on to the fast lines at Handsacre to maximise the potential of that capacity release.

The issues that we have been raising about Handsacre are things that we have long feared. In January 2020, I wrote—with my hon. Friends the Members for Stoke-on-Trent Central (Jo Gideon), for Stoke-on-Trent North (Jonathan Gullis) and for Newcastle-under-Lyme (Aaron Bell) and my right hon. Friend the Member for Staffordshire Moorlands (Dame Karen Bradley)—to the then Prime Minister, Boris Johnson, to make it clear that our support for HS2 was conditional on realising the Handsacre link in full, with services to Stoke-on-Trent and on to Manchester, and not just Macclesfield. Then, of course, the whole world changed for two years because of the covid pandemic.

It became increasingly clear that the costs of HS2 were going to balloon and that the focus on whether to deliver on it at all had changed. Further, given the many failings of the project and the few solutions it offered to the problems of capacity and connectivity, with costs spiralling out of control, it is right that it was paused for a period of reflection and that ultimately phase 2 was dropped.

That decision frees up huge amounts of funding for other pressing projects that are better suited to the post-covid reality of the trend of working from home, and more flexible and online working. Few of us had heard of Zoom or Teams before covid, but their use is now commonplace, including for entire conferences. At the same time, leisure travel by train has been very strong. We need to see a network that meets today’s challenges and consumer demands, and I think Network North can help us to achieve that.

For a start, unlike HS2, Network North recognises that the transport network is not rail alone and nor is it just about getting to and from Euston. Got right, the national transport network improvements focused on the midlands and the north, with enhancements such as junction 15 of the M6, which I hope will be completely upgraded, will facilitate much more seamless travel, faster journeys, more destinations and considerable freight gains, including reduced carbon miles and greater connectivity north-south and east-west that will benefit the midlands and the north. Even projects undertaken outside the midlands and the north will benefit those areas.

I particularly highlight the proposed rail upgrade at Ely junction, which will drive the momentum we need to see towards re-establishing a proper east-west freight route, with options to increase freight from Immingham and Felixstowe to Liverpool via the Potteries. Much of that currently takes a significantly elongated route down to the north London line, across and then up the west coast main line. That could also include reuse of the North Staffordshire line. That would facilitate the reopening of a station at Keele University, which was one of the aims of the restoring your railway bid sponsored by my hon. Friend the Member for Newcastle-under-Lyme. Its time will come, and probably sooner if the result of dropping phase 2a is to closely look at east-west links just as much as at north-south. The advantage of that would be a significantly increased capacity on the west coast main line by moving more freight on to other lines and significantly reducing journey lengths for freight. That would deliver major cost and environmental savings. Indeed, there is now an amazing opportunity to look not just at linking up our big cities with even quicker rail links than they already enjoy, but at transport connections within city regions.

That brings me nicely to the major area of my speech today, which is the use of capital release from HS2 phase 2a to fund restoring your railway projects. Restoring your railway is a very good scheme. It has been hugely popular among colleagues across the House and the communities we represent. Its flaw has been that it runs to only £500 million and that it expects some of the poorest areas of the country to stump up 25% of the funding for any projects taken to delivery. That local contribution hurdle has threatened to be insurmountable for a number of schemes, so I am completely delighted that that is no longer necessarily the case. Suddenly, it becomes possible to get 100% funding for the delivery stage of transformational projects, such as the reopening of Meir station in my constituency and the reopening of the Stoke to Leek line, which includes a station at Fenton Manor, which is also in my constituency. That is hugely welcome and we will continue to press the case for that funding in order to achieve the national objectives of levelling up: increased productivity, better connectivity, improved life chances, carbon reductions and much more.

The misery of HS2 was going to be fully funded, so it is only right that its successor projects are fully funded too. As I am always keen to say, I fully support levelling up, but we cannot simply level ourselves up after years of having so much taken away from us by Beeching and the Strategic Rail Authority. Much of our transport planning has been focused on making north Staffordshire an easy place to get to and for outsiders to travel through, but it is harder for local people to travel around. Meir in my constituency, which has the A50 running through it, has some of the worst traffic congestion. Despite 40% or more of households in Meir North being without a car, there are still major traffic issues there. Similar issues are seen in communities such as Blyth Bridge, where local roads often take the brunt of congestion, especially when anything goes wrong on the A50 or the A500. Further consideration needs to be given to addressing reliability problems on the A500 and A50 corridor, and it is positive to see that corridor listed for improvements as part of Network North.

In north Staffordshire, public transport—where it exists—is based mainly on buses that often do not go to where people need them or at a time when people want them. We have secured major investment to improve our local bus services—there is £31 million of planned bus service improvement funding—but the time has come to restore our rail services as well. We should reverse the Beeching axe, so that skills, training and employment opportunities are opened up to communities such as Meir that are deprived on multiple measures.

I am delighted that Meir station is now at the advanced project stage of RYR, and very advanced in that stage. I want shovels in the ground as soon as possible. A station will put Meir within 10 minutes’ direct train journey from the heart of the university quarter in Stoke-on-Trent, whereas the bus journey can take over an hour in traffic. I hope that, following the opening of Meir station, we might also see a doubling of passenger services on the line from Crewe, through Stoke and Derby, to Nottingham, and go from one train an hour to two.

Meir is not alone in needing rail connectivity to Stoke town and the university quarter—connectivity not provided by bus—so I am delighted to see that restoring your railway has taken the Stoke-to-Leek line project forward to the feasibility stage, our strategic outline business case having been accepted. This line was closed to passenger traffic in 1956, except for a few football specials, and to freight in 1989, and has never served some of the biggest post-war estates in Stoke-on-Trent. Even when it ran, in the 1950s, there was no station for inter-war estates such as Abbey Hulton, which has many of the same challenges as Meir. Fenton Manor in my constituency will reopen under the Stoke-to-Leek line proposals. That opens up a major centre for leisure, employment and secondary education—St Peter’s Academy —to more of our city’s residents, while reconnecting residents of Fenton to the rail network.

Sadly, my right hon. Friend the Member for Staffordshire Moorlands is unable to be with us today, but she very ably chaired the Stoke-to-Leek line project. It would be remiss of me not to plug the benefits of visiting her beautiful constituency, which more of our constituents will be able to do with ease once the Stoke-to-Leek line is rebuilt. It can easily take longer to get from Leek to Stoke-on-Trent station by road—especially by bus—than it takes to get from Stoke-on-Trent to London by train. Again, that makes the point that getting to and from London and big cities such as Manchester slightly faster is not as pressing a priority for people in Staffordshire as getting around and across our county and its sub-regions more easily and quickly.

To make that work, we really need Stoke-on-Trent City Council and Network Rail finally to deliver the funded and promised packages of the transforming cities fund. The city’s MPs have had to watch with horror as delay upon delay has been announced in delivering the package, although we busted a gut to secure the funding, as the city council repeatedly seeks to redefine schemes that should already have been delivered. I am particularly concerned about the promised improvements to Longton station and the environments of public realm around Times Square, with its iconic railway bridge. Covid has too long been an excuse for the delays to these projects. Longton needs a properly accessible station with lifts. The Victorian ticket hall could also be restored. The station needs to look and act like a station, rather than being just a backwater of the town.

The Department has shown great patience, and I am grateful for that. I hope it will consider all the options available to get the transforming cities fund package over the line and delivered in Stoke-on-Trent. I note that paragraph 69 of the Network North document makes an explicit commitment to improving the accessibility of our train stations, with £350 million more having been provided for 100 stations. Funding released from HS2 can easily rescue aspects of TCF from further downgrading and delay. Further improvements are needed at Stoke station to increase its capacity, in terms of both platform and concourse space.

The cancellation of phase 2 means that it is more likely that high-speed services will run through Stoke to Manchester, so it is essential that Stoke station be properly equipped to accommodate those additional services. That is alongside the Stoke-to-Leek services, the upgrade to two trains per hour that we need on the Crewe to Derby line, and the potential for additional freight. A lot of mothballed railway infrastructure in north Staffordshire needs to be brought back into play, including not only the Stoke-to-Leek line, which is still a statutory railway that is owned by Network Rail, but a number of other parts of the network.

On the Crewe-to-Derby line, we also need a redoubling of the track between Crewe and Alsager, which would help to release significant capacity and allow for increased services through that part of the network. I would like to see track re-laid around the back of Stoke station and new platforms to the west of the station, which is currently a car park but was formerly full of freight lines that ran around the back of the station to the goods yard. The goods yard is now a major levelling-up project; it is time for the station and its capacity to be levelled up as well.

Given the tens of billions in funding released from HS2, there will now be many hands in the air for projects across the country, either those already included in the “Network North” document or projects elsewhere. I have already mentioned junction 15, which was part of the road investment strategy 3 pipeline, the A500 and A50 corridor, Meir station, and the Stoke-to-Leek line. There are also existing RNEP—rail network enhancements pipeline—projects that would be useful. I hope that the Minister can say whether the Department intends to reallocate HS2 money to any of those projects, or add in HS2-ready works that we need on parts of the west coast main line to upgrade it to take phase 1 services.

When the RNEP was first introduced in 2018, the Rail Industry Association welcomed it as an open and transparent way of sharing the forward pipeline of potential works. It was updated in October 2019, in what was intended to be the first annual update, but there have been no updates published since, despite repeated requests. It may be another casualty of covid, but the time is right to revisit the RNEP and publish an updated list that takes account of the changed focus following the cancellation of HS2 phase 2 and other, more recent publications. That will help to prioritise schemes that will have the greatest impact on connectivity, levelling up and productivity. I am confident that Meir and the Stoke-to-Leek proposals will be important additions.

A new station to serve Trentham or Barlaston, which I have been campaigning for, would also be welcome. I am actively engaging with Network Rail and the West Midlands Rail Executive on how they could deliver that. It would restore the rail connectivity that was lost with the suspension and demise of Wedgwood and Barlaston in 2004, and to the Beeching axe, which closed Trentham station in the 1960s. I have been on site with Network Rail at the former location of Trentham station, and I look forward to seeing Network Rail’s plans for how restored rail connectivity at either Trentham or Barlaston could best serve communities between Stoke and Stone.

Our transport problems in Stoke-on-Trent and north Staffordshire cannot be solved by buses alone. We have tried that. Cross-city journeys that were once reliably fast on our local train network are now painfully slow on multiple buses that are extremely unreliable because of severe road congestion. It is not that buses have no place—they absolutely do—but they solve different transport problems. They are not always the most viable alternative to the car, or the most effective at cutting road congestion, but that does not stop them being a valued part of the public transport mix.

I welcome the extension of the £2 fare until the end of this year; that will help get people back on buses. Passenger numbers were in steep decline even before covid, and costs were certainly a factor. I hope that the bus service improvement plan for Stoke-on-Trent, which provides all-day bus travel for £3.50, will galvanise that effect. However, if cross-city bus services are to be restored, much rests on delivering a seamless bus-rail transport interchange at Stoke station, which was promised under TCF. Even then, they will not cover the cross-city journeys that could easily be completed with a restored Potteries rail network. Ultimately, we need an Oyster-style system that will allow passengers to travel by both local bus and rail across the Potteries. That might eventually also apply to a tram network—something we are keen to see delivered in north Staffordshire. To work up those proposals to the required level of detail and engineering feasibility, some of the released HS2 moneys might need to be set aside for development funds. That worked in the case of the restoring your railway fund, where the initial hurdle is to prove that a transport problem exists, and that a public transport solution needs to be explored—although I repeat that a 25% local funding requirement is a major barrier to achieving that.

I want to mention briefly the improvements that might be needed on the west coast main line to make the network HS2-ready. In addition to Handsacre reverting to the original design, we must see action to address the issues at Colwich and create a properly grade-separated junction there. Consideration should also be given to what could be done to achieve four tracks at Shugborough. At Shugborough tunnel, there is a section where there are only two tracks. If that were addressed, there could then be four tracks all the way to Crewe. As with Stoke station, we need to look again at how best to optimise Crewe station. I have already mentioned the need to redouble the Crewe-Alsager section of the Crewe-Derby line, and the opportunity to reuse old sidings at Longport to relieve congestion on that line.

We also need to look at the capacity constraints at Crewe that HS2 Ltd failed to address, not least by drawing on Network Rail’s 2016 report, “Crewe Hub: improving capacity and connectivity for our customers”. That report noted that services have to cross over and share tracks at the Crewe North and South junctions, which cannot fit any more crossing train movements. There is an opportunity with the cancellation of phase 2 to focus on Crewe station to help address some of those constraints.

In particular, we should seriously consider delivering the bi-facing island platform on the Manchester independent lines to the west of Crewe station. That was envisaged in the hybrid Bill but subsequently scrapped by HS2 Ltd. I hope the Minister will revisit that, because using those independent lines with a bi-facing island platform will solve a lot of the conflicting movements and congestion issues at Crewe, especially for the Cardiff-Manchester train, and open up possibilities for more frequent local services and new services, and for restoring lines to Crewe. There can also be freight gains, and we need to remember that our transport network is not just for passengers but for goods and logistics.

Finally, I want to mention Northern Powerhouse Rail, which is obviously impacted by the decision on phase 2, given that it was proposed that it would share some of the track. However, I have recently seen alternative proposals for upgrading to a different, shorter route, which could offer a much more viable solution to NPR. I will share those proposals with the Minister, and I hope that he will give them serious consideration, as they could mean delivering NPR sooner, with greater benefits, and at a third of the cost of what is being proposed.

In conclusion, the cancellation of HS2 phase 2a promises to release resources that can make Staffordshire a place of great transport gain, instead of a place of great transport pain, which is what HS2 was likely to make it. For the many people who have had their properties compulsorily purchased, the pain has already been incurred, and that pain needs to be drawn to a final close, and properly compensated and addressed. At the end of the day, HS2 phase 2a just did not add up, or rather its costs kept mounting, but its benefits kept diminishing. We have an opportunity to focus on local benefits that will add up to a more coherent, productive and well-connected transport system across road and rail, for the benefit of more than just those elite travellers moving between our biggest cities. Meir station and the Stoke-Leek line must be among the local schemes that are delivered. I look forward to the Minister’s reply.

--- Later in debate ---

[Gavin Newlands (Paisley and Renfrewshire North) (SNP)]

It is a pleasure to serve under your chairship, Mr Davies. I congratulate my Transport Committee compatriot, the hon. Member for Stoke-on-Trent South (Jack Brereton), on setting out the issues so comprehensively. I disagree with most of his conclusions, but that will not come as a surprise to him. He described Network North as a coherent programme, which I thought was stretching the truth a little. Nevertheless, he led the debate very well.

The hon. Member for Lichfield (Michael Fabricant) spoke about the money spent in the west midlands with regard to Network North, which highlights how ridiculous Network North is; that spread means the money is being redirected from the north. The hon. Member for Stone (Sir William Cash) spoke about the reopening of Stone station, but he missed the opportunity to talk about high-speed rail to Rwanda. Perhaps he will bring up that issue later. It is much more likely to get to Rwanda than to the Scottish border.

The hon. Member for Bath (Wera Hobhouse) spoke of death by a thousand cuts, and the fact that the Government have turned their back on Manchester and Leeds. I wholeheartedly agree, but they have also turned their back on all the areas north of Manchester and Leeds that are served by the west coast mainline. The right hon. Member for South Staffordshire (Sir Gavin Williamson) called HS2 a white elephant. It is certainly becoming one, but that need not have been the case.

The right hon. Member for Dwyfor Meirionnydd (Liz Saville Roberts)—I am sorry if I have butchered the pronunciation of her constituency—was absolutely right that Wales has missed out on Barnett consequentials from this project. I have raised that issue many times myself. If it is good enough for Scotland and Northern Ireland, it is good enough for Wales.

The right hon. Member for Suffolk Coastal (Dr Coffey) understandably focused on the potential benefits of Network North for her local area, and spoke of the return of any farmland purchased for phase 2 delivery. The hon. Member for Aylesbury (Rob Butler) spoke of the benefits of the local roads that may now be built as a result of HS2 cuts. Finally, the hon. Member for Leigh (James Grundy) understandably spoke of the desire for better rail links between Manchester and Liverpool.

It is absolutely right that the GB rail network is expanded. It is ludicrous that HS2 is the first mainline railway to be built on this island for more than a century. That it has taken until now for it to happen is a damning indictment of decades of short-termism, penny pinching and blinkered policies. In less than 50 years, France has built nearly 1,800 miles of TGV lines. If we are lucky, it will take the UK 20 years to build less than 8% of that length of track.

[Michael Fabricant]

Will the hon. Gentleman give way?

[Gavin Newlands]

I will if the hon. Gentleman is very brief, which is not in his nature.

[Michael Fabricant]

I will try to be on this occasion. Does the hon. Gentleman accept that in France commuter lines run a lot slower than in the United Kingdom? France has half the density of population and does not go through the same procedures as us on planning permission—it literally railroads the trains through.

[Gavin Newlands]

I recognise some aspects of what the hon. Gentleman said, but I disagree with other conclusions that he has drawn. It is obviously up to the Government to change planning regulations if they wish, but they have got themselves into a bit of a nightmare with HS2 land purchases.

We have done all that for the bargain price of £60 billion. I have said many times here and in the main Chamber that in the UK we are often too timid in taking on big infrastructure projects. Incremental change is good, but sometimes a big bang is the only thing that will change things fundamentally for the better. Many of us supported HS2 because behind the headline of a new supercharged branch line south of Birmingham was a substantial increase in capacity on the west coast mainline, and the broader rail network would be freed up when traffic was switched on to the new lines.

--- Later in debate ---

[Stephen Morgan (Portsmouth South) (Lab)]

It is a pleasure to serve with you in the Chair, Mr Davies. I thank the hon. Member for Stoke-on-Trent South (Jack Brereton) for opening this important debate with a very thorough contribution on the issues affecting his constituency. We have had a range of contributions this morning, with speeches and interventions from right hon. and hon. Members.

The hon. Member for Stoke-on-Trent South was right to flag the huge waste and financial costs of the decisions by the Government and the need for clarity and transparency on future plans. He was also right to say that we need to make sure that we have a strategy for rail that meets the demands of the future, improving connectivity and addressing capacity needs as well as the strategic value of freight.

The hon. Member for Bath (Wera Hobhouse) said that the Government had turned their back on the north. She talked about the need to be positive about the contribution of rail to our communities and she set out the need for investment in jobs for our economy. Right hon. and hon. Members also spoke about the need for clarity on future plans for rail, for both passengers and freight.

Whatever we think of the decision, it is hard to put into words how much of a mess the Government have made of HS2. It is easier to identify who is responsible for this fiasco. As Chief Secretary to the Treasury and then Chancellor, the right hon. Member for Richmond (Yorks) (Rishi Sunak) allowed costs to soar and public money to go down the drain. As Prime Minister, his weak leadership and mismanagement are what led to the chaotic decision made in Manchester in October and the fallout that has happened since—a decision that two former Tory Chancellors have warned is an act of huge economic self-harm; which the Tory Mayor of the West Midlands has described as “cancelling the future”; and which the new Foreign Secretary said shows:

“We can no longer think or act for the long-term as a country”.

It was a decision that the Prime Minister made without consulting our metro Mayors or any of the communities and businesses that depend on the project. The decision means that the Government’s flagship levelling-up project reaches neither central London nor the north of England, and it ensures that a now staggering £65-billion high-speed train moves off the motorway on to a gridlocked road the second it hits the north.

As we heard earlier, last week the chair of HS2 revealed that the Government’s solution, cooked up in a conference hotel room in Manchester, to send HS2 trains on the west coast mainline north of Birmingham will mean fewer seats and longer journeys. What a result after 14 years and £65 billion spent! To make matters worse, in its place the Government announced Network North—

[Michael Fabricant]

Will the hon. Gentleman give way?

[Stephen Morgan]

We have limited time, so I need to make progress. The Government announced a plan so rushed and ill-thought through that it included an extension of Manchester’s tram link to the airport, a project that opened nine years ago; an upgrade to the A259 to Southampton, a route that does not exist; and a

“brand new rail station…for Bradford”,

a project that has been scrapped and reinstated by three Tory Prime Ministers in a row.

On investigation, it has quickly become clear that the vast majority of Network North announcements relate to projects that have already been built, have already been announced, or do not exist. Just when we thought the fiasco could not become any more laughable, just a week after the announcement, the Prime Minister revealed that the Network North plans were only “illustrative”.

Do Ministers really think that people will fall for that? They will not, because they have had enough of the delays, cancellations, rising fares and overcrowded trains that they have to endure under this Government’s broken rail system, and enough of being told that Network North is going to transform transport in their community, and then seeing the money spent on potholes in London. They have had enough of the broken promises by a broken Government. Labour knows how vital infrastructure is for economic growth, connectivity and attracting investment. After this fiasco, we know that the north and the midlands—the entire country—cannot afford to repeat the same mistakes that we have had to ensure over the past decade.

[Stephen Morgan]

No, I will carry on because I am conscious of time. The hon. Member had plenty of time to speak earlier. We have launched an independent expert review of transport infrastructure, headed up by Jürgen Maier, so that we learn lessons from this mess, ensure that we deliver transport infrastructure faster and more effectively, and ensure that communities across the country can see the benefits.

When a Government make huge decisions on the fly without bothering to consult experts or the communities that they will affect, the consequences are vast. I have heard from many small and medium-sized enterprises whose long-term business plans were built around HS2—businesses across the country that will now be letting people go because of the chaos of the last few months. People’s homes, land and businesses have been sold off, and they will now be asking why. Three months on, the Government still have many questions to answer.

[Michael Fabricant]

On a point of order, Mr Davies. The whole nation is dying to know whether Labour will reinstate HS2 phase 2a. Is it in order for the hon. Gentleman to refuse to take any questions?

[Philip Davies (in the Chair)]

Having been here as long as he has, the hon. Member for Lichfield knows that whether to take an intervention is entirely down to the person speaking; it is not for anybody else to decide.

Draft Aviation (Consumers) (Amendment) Regulations 2023

Michael Fabricant Excerpts

Tuesday 21st November 2023 General Committees

[Mike Kane (Wythenshawe and Sale East) (Lab)]

We may be footballing rivals at the weekend, Mr Twigg, supporting Liverpool and Manchester City—I feel my hon. Friend the Member for Liverpool, West Derby breathing down my neck as well—but it is always a pleasure to serve under your chairmanship.

I welcome the Minister to his place and to the active travel brief. I had the great pleasure of cycling the sea-to-sea coastal route from Carlisle to Newcastle, through his beautiful constituency, just recently. I saw the sycamore tree in the gap literally days before it was felled, so I get to have it recorded in Hansard how sad I was about that. I know the tree is not technically in the Minister’s constituency.

I welcome the fact that aviation is back on the Green Benches and no longer on the Red Benches. We have a world-class aviation sector, and it is important that it is represented in the Commons. Unfortunately the Under-Secretary of State for Transport, the hon. Member for South Cambridgeshire—my sixth opposite number in government—is not here today, but as Woody Allen said, 80% of success is turning up, so I am glad the hon. Member for Hexham is here to represent the other 20% today.

The draft regulations aim to establish commonality and clear rules on compensation and assistance for passengers in the event of denied boarding, cancellation or long delay of flights. These have often been legally challenged, so clarification is necessary for that reason alone. A cancellation is defined as a flight being axed within 72 hours of its scheduled departure time. According to a recent report I read, in the first six months of this year, a staggering 6,665 UK flights were cancelled within that timescale. It is vital that we beef up protections for passengers who in good faith book tickets for business, for leisure and holidays, or to be reunited with family, only to find that they are not able to travel. The statutory instrument is designed to maintain the status quo and clarify the safeguards on consumer rights in the UK aviation industry.

The financial cost is often incidental to travel. What is important is the time taken in wasted annual leave, the dashed expectation and the disruption to life of many thousands of travellers when flights are cancelled. We have yet to develop a means to compensate them for the time and emotions expended in missed weddings, business meetings and family reunions. It is right that we ensure that the financial recompense is, at the very least, sufficient, clear and easily accessed by consumers.

When flights are cancelled or there are lengthy delays, airlines are required to assist passengers by providing information on their rights, and providing care and assistance during the disruption. The assistance includes, but is not limited to, providing meals during the delay, allowing passengers to communicate messages, and providing hotel accommodation. Airlines must also provide transfers to and from hotels for overnight delays, and passengers must be offered the choice of a refund, rerouting on alternative flights as soon as possible. It is important that airlines assist passengers by clearly setting out the options available to them.

It is also open to airlines to offer incentives to passengers to encourage them to fly at a later date—for example, by providing vouchers of a higher value. Last year, however, certain airlines sat on hundreds of millions of pounds of consumers’ money, having issued vouchers which in many cases were time limited. A report in the consumer press last year reported that some vouchers had just six months left on them. That “use it or lose it” element is bizarre and cannot be fair. Consumers should not be left having to fight for refunds, or go through an alternative dispute resolution process to find out how they can get their money back.

Furthermore, if passengers are given a credit note, the vouchers are not protected by the air travel organisers’ licence, so if the airline goes bust, their money is lost. With the lack of support given to the aviation sector by the Government over the past few years, during the pandemic, it is not beyond the realms of possibility that airlines will go to the wall, leaving consumers out of pocket again.

EU regulation No. 261/2004 provided for fixed sum compensation in some circumstances, but that does not apply to cancellations more than two weeks in advance, or where a cancellation or long delay is due to “extraordinary circumstances”. The draft SI restates the key principle and provides clarity on the rights of the passenger, but the industry has been clear that airlines are not responsible for delays and cancellations caused by circumstances outside their control, particularly when they have taken reasonable steps to avoid the delay or cancellation. The industry has also called for a clearer definition of extraordinary circumstances, and I agree. What is an extraordinary circumstance?

On 28 August this year, a technical issue caused many hundreds of flights to be delayed or cancelled. I know a UK Civil Aviation Authority investigation is under way and do not want to pre-empt its findings, but I am concerned that, at the time this happened, the Government stated that it was a one in 15 million chance and would not happen again. It struck me that, to arrive at that figure, someone had looked at the total number of flightpaths handled within the automated system—about 15 million—and decided that, because it happened only once, that made the occurrence a one in 15 million chance. Is that an extraordinary circumstance?

I know the independent review panel is considering, among other things, the immediate causes of the incident and how to prevent a repeat occurrence from happening in the future. It is also looking into airlines’ and airports’ costs of providing care, assistance and rerouting to customers. It is clear that, for some time, there has been a significant gap in the guidance. I hope the draft instrument will clear up the confusion and avert further legal challenge.

[Michael Fabricant (Lichfield) (Con)]

I am very much enjoying the hon. Gentleman’s speech. Has he looked at the United States Federal Aviation Administration and the protections it offers, and considered how they compare with those of the EU/UK legislation?

[Mike Kane]

The hon. Gentleman has a beautiful constituency and a beautiful cathedral, and I got to see the Staffordshire hoard when I stayed overnight there. I shall escape from this Committee room and run to the House of Commons Library, where I promise to look up the federal regulation—

[Michael Fabricant]

Will the hon. Gentleman write to me?

[Mike Kane]

Sorry, but I have to be on the other side of a general election before that would be worthwhile. We will see though; that is not hubris.

Returning to the definition of extraordinary circumstances, is an outbreak of sickness among the crew extraordinary? Bird strike? I do not know the answer, and I wonder whether we all need clearer guidance on what constitutes an extraordinary circumstance. As I said, the industry feels strongly that airlines should not be held responsible for delays and cancellations caused by circumstances outside their control and where they have taken reasonable steps to avoid the disruption. They argue strongly that changes to compensation should not remove the current approach, but should keep the status quo. The industry also called for clarification of the definition of extraordinary circumstances.

Regarding the consultation on the instrument, I note that there was no external consultation. The explanatory memorandum states that

“Department for Transport Ministers and officials have regular engagement with the aviation industry. The Department also works closely with the CAA”

and the EU. I understand very well why there was no external consultation on the instrument, as it merely replicates and clarifies existing legislation, but I have questions about the responses on consumer rights and how to ensure that in future consultations are more widely promoted.

The Government consultation last year on consumer reform garnered only 65 responses, with only 29% of them coming from individuals. I find it very hard to believe that fewer than 19 people in total have an opinion on such matters. It may be because I have an airport in my constituency, or because of my shadow ministerial role, but I receive more casework than that every year. How was the consultation promoted? Which advocacy and support groups were informed of the consultation? How many of the respondents were elderly people or people with disabilities? The Opposition will not oppose the statutory instrument today, but we ask for wider consultation on such measures.

High Speed 2

Michael Fabricant Excerpts

Monday 18th September 2023 Commons Chamber

[Mr Holden]

I remember using Northern Rail under the last Labour Government, which had a zero investment strategy for the railway network in the entire north of England. This Government have already delivered more than 1,200 miles of electrification, 20 times what the right hon. Lady’s party did when they were in government. She should also look at the huge amount of investment we have put into bus networks right across the country, including in Yorkshire, over the past few months.

[Michael Fabricant (Lichfield) (Con)]

May I remind the House, journalists and the Chairman of the Transport Committee that the area under discussion is beyond phase 1? It does not end in Birmingham—it goes beyond Birmingham and then joins the west coast main line at a place called Handsacre, just by Lichfield. If HS2 is abandoned at that point, high-speed trains can still run down from Manchester and join the high-speed line at Handsacre. Does that not make good economic sense? Will the Minister please pass that on to the Treasury?

[Mr Holden]

My hon. Friend is quite right; that is exactly what would happen in that scenario. I will pass on the point he makes to the Treasury.

Oral Answers to Questions

Michael Fabricant Excerpts

Thursday 8th June 2023 Commons Chamber

[Jesse Norman]

I do not accept that at all. It is inevitable with a change of this magnitude that it will be essential for state interventions to trigger private investment. That will go in the first instance where it can trigger additional growth in the market. We use the LEVI fund and other mechanisms to ensure equity across the country.

[Michael Fabricant (Lichfield) (Con)]

13. What comparative assessment he has made of the service delivered by Avanti’s rail timetable (a) now and (b) at the launch of that franchise.

[The Minister of State, Department for Transport (Huw Merriman)]

Avanti began operating in December 2019 and within 16 weeks had transitioned on to an emergency measures agreement due to the covid-19 pandemic. Since then, the service provision has adjusted to align with demand and to balance taxpayer and passenger needs. I welcome recent performance improvements, with Avanti-caused cancellations down from 13.2% in January 2023 to 1.4% for the month of April.

[Michael Fabricant]

I thank my hon. Friend for his answer —[Interruption.]

[Mr Speaker]

Order. I was shouting to the hon. Member for Mid Derbyshire (Mrs Latham) not to come past the hon. Member for Lichfield (Michael Fabricant) when he was in the middle of a question. Try again, Mr Fabricant.

[Michael Fabricant]

Take 2. Mr Speaker, you might disagree with the Minister’s answer and say that the reliability of Avanti is still not that good. Nevertheless, my question is about services from Lichfield Trent Valley station. I wonder when services can be restored whereby we have a decent service on Sundays, particularly early Sunday evenings, both down to Euston and to the north. That used to exist before covid, but those services are no longer on the timetable.

[Huw Merriman]

Normal service resumed after a passenger crossed the line of sight in front of my hon. Friend. Anything that deprives my hon. Friend, and indeed his constituents, of the ability to get down from Lichfield is something that I will have to look at and help. I am meeting the managing director of Avanti today, as it turns out. I will raise my hon. Friend’s point and happily write back to him and do my best.

HS2: Revised Timetable and Budget

Michael Fabricant Excerpts

Tuesday 14th March 2023 Commons Chamber

[Michael Fabricant (Lichfield) (Con)]

Lichfield is north of Birmingham, but it is also in phase 1. Currently, around the cathedral city there are huge amounts of engineering works and massive road closures. My constituents and I would like to know whether this pause will apply to Lichfield—in which case, will they make good and reopen the roads—or will the work carry on as if there were no pause in other parts of the network?

[Huw Merriman]

I engaged with my hon. Friend yesterday on that point, and I salute him for the manner in which he represents his constituents’ interests. I recognise that this as a concern. As far as we are concerned, those parts of the HS2 network where construction is going on will be completed, and we will do that to the timescale I have talked about. I need to give my hon. Friend a little more clarity about what that will mean in terms of scaling, but as far as I am concerned, phase 1 will be completed and ready for us to deliver trains by 2033. I will talk to him further about this, and write to him as well.

Rail Cancellations and Service Levels

Michael Fabricant Excerpts

Thursday 1st December 2022 Commons Chamber

[Huw Merriman]

I will write to the hon. Gentleman and specify how those figures are calculated. I will also give him up-to-date figures from the methodology that we calculate. I am confident that those figures recognise the same experience that passengers have suffered and he has described, but I will write to him and set that out in full.

[Michael Fabricant (Lichfield) (Con)]

The Minister comes to his position having been a very successful and, I think, very thoughtful Chair of the Transport Committee. He will know that there is a balance of blame—it is not just the trade unions, but also the operating companies. He will also know that lines such as London Northwestern had problems two years ago with a shortage of drivers, but it now seems to be working well. How long does he think it will take Avanti to get the number of drivers required for us to get a reliable service?

[Huw Merriman]

My hon. Friend is very kind. I have always enjoyed working with him, and I know he has a great passion for rail projects within his constituency, as we discussed last night. Avanti’s plan is to bring on 100 new drivers, and to change the timetable on 11 December so that those drivers can add more services. The concern is that that takes place at the same time as industrial action is scheduled, over the month of December and into January. Given all the hard work from the drivers and those training them, and from the management to try to get those services in place, it will be difficult if we see all that undermined by wider industrial action. The plan is for 11 December, but if we cannot get the strikes called off, my concern is about our ability to roll that out.

Draft Drivers' Hours, Tachographs, International Road Haulage and Licensing of Operators (Amendment) Regulations 2022

Michael Fabricant Excerpts

Tuesday 1st November 2022 General Committees

[The Minister of State, Department for Transport (Jesse Norman)]

I beg to move,

That the Committee has considered the draft Drivers’ Hours, Tachographs, International Road Haulage and Licensing of Operators (Amendment) Regulations 2022.

It is a delight to see you in the Chair, Ms McVey.

The draft regulations will be made under the powers conferred by section 31 of the European Union (Future Relationship) Act 2020. They are to implement fully some of the international road transport provisions in the trade and cooperation agreement between the European Union and United Kingdom, which was entered into on 30 December 2020 and is known as the TCA. The regulations are mainly about drivers’ hours and tachograph rules for most commercial drivers of lorries and coaches, but also involve international haulage access to the UK.

Section 29 of the European Union (Future Relationship) Act 2020 provides a general implementation clause under which domestic law, including EU regulations retained as UK law, is, where necessary, interpreted in order to implement the TCA. On top of that, the changes being proposed by the statutory instrument will formalise the relevant TCA provisions into UK domestic law to provide legal clarity. That will also enable UK enforcement officers to enforce against EU commercial drivers in the scope of lorries and coaches operating in the UK.

The regulations amend in the first place the retained EU regulation (EC) 561/2006, which sets out driving time rules for commercial drivers. Secondly, they amend the retained EU regulation (EU) 165/2014, which sets out rules on the installation and use of the tachograph device, a recording device used for the enforcement of the driving time rules. Thirdly, the regulations amend the retain EU regulation (EC) 1072/2009, which sets out rules on cabotage movements. They also amend the domestic Goods Vehicles (Licensing of Operators) (Temporary Use in Great Britain) Regulations 1996, which set out the rules for non-GB operators’ access to GB roads.

[Michael Fabricant (Lichfield) (Con)]

I notice that the explanatory memorandum states that the SI

“also removes some access rights for EU operators to reflect the market access in the TCA”

Can my right hon. Friend say what sort of rights are being removed from EU operators?

Oral Answers to Questions

Michael Fabricant Excerpts

Thursday 13th October 2022 Commons Chamber

[Anne-Marie Trevelyan]

The hon. Lady raises an important point. She will have heard earlier much discussion of the investments that we continue to make in buses. I am happy to ask the Minister who oversees the portfolio to discuss that with the hon. Lady in more detail.

[Michael Fabricant (Lichfield) (Con)]

T2. Previous Ministers for rail have been up to the National Memorial Arboretum to see the existing freight line between Lichfield and Burton. It would be remarkably cheap to convert it into a passenger rail line. It would relieve traffic on the A38 and provide direct contact for veterans to go to the National Memorial Arboretum. So, having had a load of Ministers coming up, may I invite my right hon. Friend—a very good friend—the Secretary of State to come up and visit me at the National Memorial Arboretum, which she will enjoy, and see the benefits of making that line available for passenger traffic?

[The Minister of State, Department for Transport (Kevin Foster)]

I thank my hon. Friend. His invitation sounded so wonderful that I, as the Rail Minister, insisted on coming to the Dispatch Box to accept it. I do note that the proposed scheme was previously unsuccessful under the restoring your railway programme, but I am happy to continue working with him to explore opportunities to improve the rail transport offer in this area.