High Speed Rail (West Midlands - Crewe) Bill

Debate between Michael Fabricant and Cheryl Gillan

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

[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.

High Speed Rail (London – West Midlands) Bill

Debate between Michael Fabricant and Cheryl Gillan

Wednesday 23rd March 2016 Commons Chamber

[Mrs Gillan]

My right hon. Friend makes a valid point. He will notice that there are a large number of amendments on the Order Paper in my name. I have not had the advantage of parliamentary draftsmen; I have had only lawyers, friends and my own wits, with the Clerks of the House to fall back on. However, I think that as a probing amendment, new clause 7 will make its point.

[Michael Fabricant]

Does my right hon. Friend agree that the problem of trees and ancient woodland demonstrates not only a lack of commitment but a deep lack of understanding by HS2 of these environmental issues?

[Mrs Gillan]

My hon. Friend makes a good point. I remember considering the matter in a debate in Westminster Hall, which I believe he led. Like me, he is a passionate and long-term supporter of the Woodland Trust, which does valuable work to preserve our precious ancient woodland and to create more native woods.

High Speed 2

Debate between Michael Fabricant and Cheryl Gillan

Wednesday 25th March 2015 Westminster Hall

[Mrs Gillan]

There is a lot of support for that on this side of the House. I do not want a Labour-led Government, and certainly not one that will be blackmailed by a smaller party. I want an incoming Conservative Government with a healthy majority to rethink, refine and re-engineer this project before we are locked into the most expensive Procrustean bed in history.

I turn to some of the detail and the increasing problems. On the current plans for HS2 phase 1, there is still no confirmed connection to central London. The Euston proposals have gone back to the drawing board and Old Oak Common just might be the final terminus. That will connect with nowhere meaningful for many years.

[Michael Fabricant (Lichfield) (Con)]

My right hon. Friend has been a good friend since 1992 and a doughty fighter on this particular campaign. On the point that she just made, is she also aware that many people in the midlands, while having to put up with HS2 crashing through their constituencies and countryside, were at least offered the chance of going to a railway station, say, in Birmingham in the morning and waking up in the afternoon in Paris or Lille? However, not only does it not connect with London in the way in which we thought, but it does not even connect with the channel tunnel.

[Mrs Gillan]

That is absolutely correct. There is no direct connection to the channel tunnel, and people, particularly up in the north, have been sold a pup; they were told that they could get to Brussels or the continent much more easily, but that is not going to happen. Also, until we know the outcome of the Davies commission on airports, no connection to any future hub airport in the south-east will exist, and even the Heathrow link or spur has been cancelled. That might gladden the heart of my right hon. and learned Friend the Member for Beaconsfield (Mr Grieve), for whom I have a great deal of sympathy, but the fact is that the project is being developed in isolation.

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[Mrs Gillan]

I suppose I could say that they are lucky they have no disbenefit from HS2, but that is one of the pertinent points. This railway is being built for the few, certainly not the many.

Even the claims of rebalancing the economy between the north and the south do not stack up. There is clear evidence pointing to London being the real gainer from the project as currently configured, and we are all forgetting the ill fated KPMG report that revealed that many parts of the country would lose millions of pounds from their local economies, because those economies would be hollowed out as businesses were attracted, like a bee to a honeypot, to the line of route.

I am sad to say this to my hon. Friend the Minister, whom I consider to be a friend and of whom I am very fond, but—[Laughter.] There is always a “but” with me. This project has been guilty of unsatisfactory and often callous public engagement with the people and communities affected, disrespect for opposing viewpoints, including those of elected representatives, failure to observe the basic rules of consultation, often perceived indifference towards the environment, and suppression of the reports on the deliverability of and risks posed by the project.

[Michael Fabricant]

rose—

[Mrs Gillan]

That is not a great track record, if hon. Members will forgive the pun. I will certainly give way now that I have delivered my punchline.

[Michael Fabricant]

My right hon. Friend is very kind and very generous; she knows me of old. Is it not interesting that one reason why the present Government decided not to go with the original Arup proposal and follow the route, which would have been much cheaper, of an existing transport corridor was that they wanted to go at ultra-high speed, and ultra-high speed trains need to travel in straight lines? However, because of the work of the Department for Transport and the ongoing work of the parliamentary Committee, which has caused a number of changes in the route, we now know that in fact the trains will not be able to go at ultra-high speed, because there are so many changes to the route. They could have followed an existing transport corridor, saving money and the environment.

[Mrs Gillan]

That is a very valid point, but I have to say that, following the publication of a recent document, we know that HS2 will at least be well designed. The latest document from HS2 is “HS2 Design Vision”. It is not a very weighty document, but there is a long list of contributors, and I learn in it that we will be

“Celebrating the local within a coherent national narrative”.

It continues:

“Each place and space that is created as part of the system will contribute to HS2’s own identity.

The design challenge will be to develop a coherent approach, establishing uniformity where it is essential while encouraging one-off expression based on local context where appropriate. HS2 seeks to enhance national and civic pride, while also supporting its own brand to support its operational and commercial objectives. It will therefore include many local design stories within one compelling national narrative.”

I am a fellow of the Chartered Institute of Marketing and an old marketing director, and that takes even my breath away. I have to say that it is not worth the paper it is written on. My hon. Friend the Member for Lichfield (Michael Fabricant) is quite right. The design of the project is coming into question, because there were alternatives that have not, in my view, been properly considered. After six years of the project, since Andrew Adonis first announced it, we were supposed to have a fully integrated, connected railway smoothing northern access to the continent, whisking non-train-working businessmen along at speeds hitherto only dreamed of on a British railway and reducing air travel demand. We learn from recent press coverage that those passengers will be whisked along on luxury leather-upholstered seating in child and family-free carriages. The design vision has, for me, really put the icing on the cake. Is this really what people want? Certainly not the people who have contacted me, not only from my constituency but from up and down the country.

The list of detractors grows daily. In addition to the Lords report published today, we can count the Environmental Audit Committee, the National Audit Office, the Public Accounts Committee, the Institute of Directors, and numerous local authorities and outside commentators. Last week, I wrote to the chairman of the Office for Budget Responsibility to ask him, as part of his remit to assess the long-term sustainability of the public finances, to carry out a review of the impact of HS2 on budgeted capital expenditure and Department for Transport expenditure. Should I be fortunate enough to be returned to the House by the electors of Chesham and Amersham after 7 May, I hope that I will receive a detailed response from Mr Chote that may enlighten us more.

Many detailed questions are posed in the Lords report, all of which need to be answered before the project goes any further. I think that the Minister should consider some specifics, particularly if he is willing to rethink the project. The rebalancing of wealth between north and south is an admirable objective. With a family who came from a steel firm in Sheffield, I know that better than most, as do you, Mr Betts. However, would it not yield faster and more effective results, as I have often said, if cross-Pennine connections were prioritised before any London-Birmingham link? Before starting on any link from Birmingham southwards, should we not wait for the Davies report on airport capacity in the south-east and plan accordingly? More importantly, should we not commission a major strategic transport plan across all modes of transport, with particular reference to the modern and emerging technologies of smart motorways, driverless cars, driverless trains, super-Maglev and vacuum tube trains, to say nothing of the increasing power and use of high-speed broadband and satellite communications, which were raised by the Prime Minister today in a tremendous Prime Minister’s Question Time?

We in the line of the route have always had to make other plans. We could not simply oppose the project; we had to make contingency plans in case it went ahead. In this day and age of politicians outbidding each other to be greener than green, how can we plan for HS2 to destroy parts of 41 ancient woods and damage a further 42 that lie near the construction boundary, to say nothing of the destruction of the area of outstanding natural beauty and the historic sites that lie in the path of the monster?

Convinced, if the project goes ahead, that the destruction of the area of outstanding natural beauty in the Chilterns can be avoided—and with my support, and that of my right hon. Friend the Member for Aylesbury (Mr Lidington), the right hon. Member for Buckingham (John Bercow), my right hon. and learned Friend the Member for Beaconsfield and particularly my hon. Friend the Member for Wycombe—Chiltern district council, Buckinghamshire county council, the Chilterns conservation board and Aylesbury Vale district council commissioned a new, independent report to consider a better and viable alternative to the Government’s route through Buckinghamshire. The report will be published tomorrow and presented here, in Committee Room 19, at 4 o’clock, and I invite the Minister and other hon. Members to attend.

The main conclusion of that study is that a long tunnel for the transit of the Chilterns by HS2 is technically feasible and would protect the designated landscape of the Chilterns AONB and the green belt. The second conclusion is that that would offer a better alignment. The details have already been shared with HS2 Ltd to give it time to consider the study before the local authorities appear before the Select Committee, and I commend the report to the House. Accepting that option would save time and money, because such environmental protection would reduce the number of petitioners, lawyers’ fees and the time that people spend scrutinising the legislation. It would avoid some of the last-minute, knife-edge decisions that are being forced on people before they give evidence to the Select Committee. Giving evidence to a Select Committee is a daunting prospect even for a politician. It is really daunting for a layman who has an emotional investment in the proceedings, and who risks losing their home and habitat.

We should also question whether we should let HS2 Ltd continue to spend and enter long and expensive contracts when the project has not yet cleared all its parliamentary and political hurdles. The questions that I have had answered recently leave no doubt about the fact that HS2 Ltd is recruiting more and more people on higher and higher salaries. According to reports in the press, some 18 executives are paid more than the Prime Minister. I do not know whether that is true; I do not believe everything that I read in the press. However, it is alarming to think that such highly paid people are contracting on a regular basis—I have a list of the contracts—when they have not been given the clear say-so by this House or the other place.

I believe more than ever that a pause and a re-evaluation are necessary before the die is cast and we have no option but to plough ahead. I will conclude shortly, because I know that many other people want to speak. I hope that the Members who are allowed to speak will be those along the route who have a real interest in the matter because their constituencies will be particularly affected. I hope that the speakers will not simply be, as always seems to be the case, those who habitually support the project from afar. Before I conclude, I want to raise some compensation matters, because we have all had to make plans on the basis that the project would go ahead. As many hon. Members know, the lives, properties, businesses and futures of many of our constituents have been blighted by this project. They have lived through five years of sheer hell, or, as I have dubbed it, shire hell. Some—the lucky ones—have sold, and they have usually accepted offers of less than their properties are actually worth. Some have moved on. Some have had their health severely affected. Some have died. Some have taken the compensation on offer.

It was only this year, after five years, that the compensation for my constituents and “the need to sell” scheme were finally settled. People are still battling with complex bureaucracy, form-filling and unacceptable questioning. I have the distinct impression that lifestyle judgments are being made about people who apply for compensation. It should be none of the Department’s business what lifestyle anyone chooses to pursue. The decision should not really depend on what other assets they have, because it is the asset in question—usually their home—that is affected. The Department should accept the need to sell without making onerous demands for personal details.

High Speed Rail (London – West Midlands) Bill

Debate between Michael Fabricant and Cheryl Gillan

Tuesday 9th September 2014 Commons Chamber

[Mrs Gillan]

The hon. Gentleman mistakes what I mean. Several Members of this House who serve as Ministers or in other positions of responsibility are unable to express, directly on the Floor of the House, the views of their constituents. I am sometimes permitted to make points on their behalf and at their request, which is usually the way we accommodate such matters, as he knows.

[Michael Fabricant (Lichfield) (Con)]

At the moment, my hon. Friend the Member for Tamworth (Christopher Pincher), for example, is in Committee discussing the Modern Slavery Bill, where there might be votes. I know that he would otherwise very much wish to be here for the debate.

[Mrs Gillan]

My hon. Friend makes a very valid point. The hon. Member for Blackley and Broughton (Graham Stringer) knows that he was a little naughty with his intervention. He was trying to make people look bad, and this is not a time to do that. I can honestly say that all my colleagues, on both sides of the House, are fighting the corner for our constituents and trying to put their point across. The sort of point the hon. Gentleman makes is not particularly welcome.

--- Later in debate ---

[Mrs Gillan]

I think that engineers are talking to engineers. With the help of the Department, I have certainly facilitated meetings at which the tunnel has been discussed. The problem is that we do not have access to the costings prepared by HS2 Ltd, so we cannot make any comparisons. The truth of the matter is that we can make savings in time and money by reducing the need for those 550 petitions and we can save an area of outstanding natural beauty. If we can protect other areas of the country by kicking up a fuss, we should protect the one that is nearest to our capital city and the one that is so fragile that it would be irreparably damaged if this scheme were to go ahead as currently envisaged.

The office of the right hon. Member for Buckingham (John Bercow) is also concerned that uncertainty still exists for its constituents. During the last petitioning period, it came to light that some people who were affected by the proposal had heard nothing from HS2 Ltd. They heard about their properties being affected only by word of mouth from neighbours. All of us in this House wish to hear that such behaviour will not be repeated in this or any future case.

Following this debate, there will be a consultation on the environmental statement for the additional provisions running from 19 September to 14 November. However, the petitioning period for those who are affected runs only until 17 October. If 56 days have been allocated to look at the environmental impacts, people whose land is affected should not be disadvantaged and expected to respond with a petition in a shorter time frame. Will the Minister consider extending that petitioning period to the same closing date as the consultation on the environmental provisions?

Let me put this matter in context. This project has been going for nearly five years, and because of errors and omissions by HS2 and the Department there have been so many consultations and so many changes to periods of consultations that the closing dates and timetables continue to confuse people. It would be a good idea if we had just one date for the additional provisions. I hope that the Minister will give that thought some consideration.

What assessment has the Minister made of today’s motions and their compliance with key aspects of European environmental legislation, specifically the habitats directive and the environmental impact assessment directive, and the UK’s obligations under the Aarhus convention? As I understand it, the EIA directive requires the entire environmental effects of a project to be measured and consulted on rather than it being done in individual stages through salami slicing. Perhaps the Minister will address that in his response.

I said that I have no intention of dividing the House on this issue as it deals merely with changes to the process for scrutinising the project, but I must again make the point that this project as proposed is deeply unpopular not just with my constituents but with many others who, like me, do not think that the business case, the route and the lack of connectivity to other transport hubs justify the vast expenditure.

[Michael Fabricant]

May I say how much I agree with the point that my right hon. Friend has made? Is she aware that if HS2 were to follow the route that we supported as the party in opposition, there would be less environmental damage and we would save £4 billion to £8 billion in costs?

[Mrs Gillan]

My hon. Friend has long supported the other route. Before the election, it was the other route that was on the drawing board. Something happened when the coalition came into power that changed the original understanding that we all had. The Government still have time to look at this in a different way, and I urge them to start this project in the north and connect our great northern cities and then revisit these plans to make better connections to Heathrow and the channel tunnel and of course to provide the extra tunnelling, should it still apply, that would protect the environment in the Chilterns to the highest standards.

I am afraid that, after five years, feelings still run really high in my constituency. This week, the Buckinghamshire Examiner says that HS2 will cost the Chilterns £170 million. Chiltern district council has done a study of what the costs of this project will be to my local economy in my constituency. I hope the Minister will understand the damage that will be done to the Chilterns and that he will consider my words yet again.

High Speed 2 (Ancient Woodlands)

Debate between Michael Fabricant and Cheryl Gillan

Wednesday 3rd July 2013 Westminster Hall

[Michael Fabricant (Lichfield) (Con)]

I am grateful to have secured this important debate, which addresses the environmental impact of High Speed 2’s present route. Later I will specifically address the damage that will be wrought on our ancient woodland heritage—damage that will take literally hundreds of years to repair, if it can be repaired at all.

My constituents face being the unique recipients of both phase 1 and phase 2 of the HS2 project—a double whammy indeed. Its construction will cut through unspoiled countryside right across southern Staffordshire. There, and elsewhere along the route, HS2 will destroy our natural heritage, including some of the UK’s most precious natural assets, such as our ancient woodland, impacting, sadly, on wildlife and on the communities that cherish living in such a beautiful environment.

As I said in the Queen’s Speech debate earlier this year, HS2, as currently formulated, is causing an unnatural disaster in Staffordshire and huge problems in many other constituencies, not least those of Mr Speaker and my right hon. Friend the Member for Chesham and Amersham (Mrs Gillan), who is sitting beside me.

As my right hon. Friend the Minister and Members of the House might be aware, I fully support the principle of an additional north-south line to relieve congestion on the west coast main line. The congestion on that line can only get worse in the years to come, as petrol and diesel prices move inexorably upwards, driving commuters off the roads and on to trains. I also anticipate and hope that the spare capacity freed up by HS2 will eventually enable more direct fast train services from Lichfield Trent Valley down to London and up to the north-west. However, despite those benefits, I cannot bring myself to support a project whose route causes such environmental degradation and blight, particularly when other options could be explored—an issue to which I will return.

I do not, therefore, oppose HS2 on principle, but as I said in the Queen’s Speech debate, it feels as if the route has been almost deliberately designed to be as damaging as possible to rural England. We have chosen the Labour route instead of the one we favoured in opposition, which used existing transport corridors, as is the norm in continental Europe. The route also fails to link with HS1 or adequately with Heathrow airport, and nor does it provide a direct link to Birmingham New Street, relying instead on a footway. It is seriously flawed.

Thousands of homes are being blighted by the present route. The Government must be swift and generous with compensation, and I hope they will adopt the property bond referred to by the Secretary of State during the Second Reading of the High Speed Rail (Preparation) Bill.

[Mrs Cheryl Gillan (Chesham and Amersham) (Con)]

My hon. Friend has touched a nerve by referring to the property bond. As he knows, my constituents, and particularly Hilary Wharf, who leads the HS2 Action Alliance, are really set on getting a property bond, as the fairest and most reasonable way of compensating people whose lives, businesses and houses are being destroyed by the project. Does he hope the Government will adapt the paving Bill in Committee to include a property bond?

[Michael Fabricant]

I have discussed this with the Secretary of State, and he says he is open to the idea, although a number of practical difficulties need to be overcome. Providing that they are, however, I hope, as I said just now, that the Government will adopt the property bond, because it will give comfort to my right hon. Friend’s constituents and mine.

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[Mrs Gillan]

I would be delighted if the Minister had walked in Farthings wood or Mantle’s wood, if he had looked at the River Chess or the River Misbourne, our famous chalk streams, or even if he were uniquely familiar with all the details of the area of outstanding natural beauty. I am glad that he paid a private visit, and I invite him to make a public visit and come to meet some of our excellent conservation people who spend a lot of time maintaining one of the most beautiful parts of the United Kingdom.

I was first elected to the House 21 years ago, and 20 years ago I found myself involved in the most amazing campaign to save Penn wood at Penn street. I believe that Penn wood was the first wood saved by the Woodland Trust. We collected donations from across the country to save the wood, which is still there to this day. I pay tribute to the Woodland Trust, which, among other conservation organisations, has briefed me for today’s debate. Saving Penn wood 20 years ago brought me much more closely in touch with our natural habitat in the Chilterns.

The Woodland Trust has analysed the number of woods threatened by the HS2 project—33 ancient woods are under threat and 34 ancient woods are at risk within 200 metres of the proposed line. Given the threat posed by, say, climate change to the natural environment, not least to ancient woodland, the Woodland Trust also supports the move to develop a low-carbon economy. However, a transport solution that inflicts such serious damage on our natural heritage, as the current route does, can never really be described as green. The Government’s preferred routes for the phases of the scheme will cause loss or damage to at least 67 irreplaceable ancient woods. As the Woodland Trust has said to me, that is too high an environmental price to pay, and the route should be reconsidered in light of those facts alone.

Why is ancient woodland important, and why does it matter? We have already established that ancient woodland is land that has been continuously wooded since 1600. My hon. Friend the Member for Lichfield rightly says that ancient woodland forms only 2% of our country. We are considering the largest infrastructure project since time immemorial, and it will damage that precious, small percentage that comprises our ancient woodland that still exists. Ancient woodlands have unique, undisturbed soils, and they form the UK’s richest wildlife habitats. They support at least 256 species of conservation concern. According to Natural England, nearly 50% of the ancient woodland that survived beyond the 1930s has already been lost. We should not threaten that small, precious piece of our environment in 2013.

There appears to be a huge conflict in Government policy. There is, for example, a Government policy to protect ancient woodland, and my hon. Friend referred to the recent forestry policy of the Department for Environment, Food and Rural Affairs. The January 2013 policy statement reads:

“England’s 340,000 hectares of ancient woodlands are exceptionally rich in wildlife, including many rare species and habitats. They are an integral part of England’s cultural heritage”.

It states categorically:

“Protection of our trees, woods and forests, especially our ancient woodland, is our top priority.”

That last quote is relevant to the Department for Transport and High Speed Two Ltd. How can that be when the Government propose to destroy comparably large swathes of ancient woodland?

[Michael Fabricant]

Does my right hon. Friend agree that the words she quotes are all very fine but that it is not words but deeds that count? So far, we have not seen any of those words translated into deeds or practice.

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[Mrs Gillan]

My hon. Friend is absolutely right. What is even more worrying is that, against the background of the National Audit Office report, the evidence given to the Public Accounts Committee on Monday, and the project budget going up by £10 billion, none of the promises or deeds that the Government are talking about at this stage will be kept if and when the project proceeds to construction. I am doubly worried, and my hon. Friend is absolutely right.

In Chesham and Amersham, we have the highest number of ancient woods within 500 metres of the line, 18 in total, and they will be severely damaged by the construction and ongoing operation of HS2; ironically, I am informed by the Woodland Trust that the Chancellor’s constituency of Tatton has the second highest number— 10 ancient woods will be devastated. Of those 18 ancient woods in my constituency, seven are directly in the path of the proposed line and will be totally devastated by its construction.

I will give three examples. I do not know whether the Minister has walked in Sibley’s coppice, but it will suffer the loss of 2.1 hectares of what is only a 7.52 hectare ancient wood, which is more than 28%. Farthings wood will see almost 1 hectare of ancient woodland lost to the construction of a cutting. The wood is only 2.56 hectares, so the loss represents more than 40% of the wood.

One wood about which I am particularly concerned, because I was walking in it on Friday morning, is Mantle’s wood. It will lose 6.3 hectares of ancient woodland, which represents a loss of more than 25% of a 20.45 hectare wood that is cherished by the local community. When I walked the public pathway to the entrance of the wood on Friday, I could hear some background noise—in fact, there was a lark singing overhead—and the distant sound of a plane from Heathrow, but by the time I had walked 5 yards inside Mantle’s wood, I was transported into a greenwood and back in time. It is one of the most beautiful woods that can be imagined, with dips and cherry trees that have been there for years. There are birds, insects and flowers, and I just missed the best season, because the wood had bluebells before I arrived, but they were just over. I encourage people to visit Mantle’s wood to see what this project will destroy.

There is no point saying, “Okay, we are just going to lose 6.3 hectares of a 20.45 hectare wood.” The path I walked along will become the main transport route to the portal that will emerge in the middle of Mantle’s wood. Nobody can tell me that all those men and vehicles, all that spoil shifting and everything that will go on during the construction of the major exit of a tunnel will not damage the rest of that wood irreparably. People would weep if they could see what their children, their children’s children and future generations will lose if the project goes ahead.

The loss of ancient woodland can never be compensated; it does not matter what the Minister says or how many people write it. Matt Jackson is the head of conservation and strategy at the Berkshire, Buckinghamshire and Oxfordshire Wildlife Trust, and I am grateful to him and his colleague for taking me into the middle of Mantle’s wood and letting me see it not through a layman’s eyes, as I have just described it, but through those of a conservationist and expert. Anyone who saw what was there would understand implicitly that such woodland can never be replaced.

Over the millennia, ancient woodland has evolved its own ecosystem, including soils and fungi. When those are disturbed, they are lost. One cannot just pick up the wood and the soil, move them somewhere else, build something, and then move them back and replant. That ecosystem has taken hundreds of years to develop, and we are going to destroy it just like that.

The plans drawn up by the Department for Transport, which involve planting 4 million native trees to create new habitats for wildlife and flora and to offset some of the carbon impact of construction, are not good enough. They may be welcomed, but they will never compensate for the loss of ancient woodland, which is, by nature, irreplaceable. It is important that that is understood fully by a much wider audience.

The Woodland Trust has considered the biodiversity offsetting ratio produced by the Department for Transport, which is approximately 2:1, and suggests an absolute minimum compensation ratio of 30:1. I refer the Minister to the trust’s HS2 fact sheet “Compensation and Mitigation for Biodiversity Loss”. He needs to re-evaluate and to revisit that issue.

[Michael Fabricant]

On the Minister’s visit—by the way, he did not write to me to say that he was visiting—

[Michael Fabricant]

Far be it from me to criticise my right hon. Friend. On his private visits, has he been to one of the newer woodlands to see for himself the difference between newly planted woodland and a wood of the type my right hon. Friend the Member for Chesham and Amersham (Mrs Gillan) describes that has existed for 300 or 400 years?

[Mrs Gillan]

I am sure that the Minister will want to respond to that point. Walking in any wood is a great pleasure, but if you go down to the woods today, Minister, you are in for a big surprise, because there are many people throughout this country who feel strongly about our habitat, our woods and our natural heritage.

The draft environmental statement goes on to say that the proposed woodland planting will have a beneficial effect that will be significant at the district and borough level. However, the view of our environmental organisations is that it is unacceptable to claim that the effect will be beneficial when the woodland planting will be only partial compensation for the loss of ancient woodland.

The draft environmental statement also says that one aspect of the design of the proposed scheme is to avoid or reduce impacts on features of ecological value. It refers to constructing a green tunnel next to South Heath in my constituency to reinstate habitat continuity in the area. However, ancient woodland at Sibley’s coppice would be destroyed to create that cut-and-cover green tunnel, and the avoidance of ecological impact is almost impossible. Strip planting schemes are proposed that purport to replace the loss of our ancient woodland, but the habitats of certain animals and organisms cannot be joined up across a road. Some of the claims that are made in the environmental statement need close evaluation because I do not believe that they do what they say on the tin.

Natural England states that ancient woodland is a system that cannot be moved. The baldness of that statement makes me believe that no matter what the Minister says about grand plans for replacing our ancient woodland, once it is destroyed, it is destroyed. We need to accept that, and to admit that that is what the scheme will do.

[Mrs Gillan]

I honestly cannot answer my hon. Friend with accuracy; I can answer only from my own experience. In Mantle’s wood, for example, we have the most magnificent cherry trees, which are native to the Chilterns. One can see that they have been there for years by the huge size of their trunks, their shininess and the rings on their bark. They are absolutely magnificent. It is a mixed wood; there are even oaks and beeches growing there. In the Chilterns and our area of outstanding natural beauty, we were famous for making beechwood furniture. I imagine that there will be some commonality across the country, but each wood is bound to have a unique and different nature, wherever it is, which makes it irreplaceable.

[Michael Fabricant]

Perhaps I can help. There will be variations between different types of wood depending on the quality of the soil, whether there is water and the environmental weather patterns in different parts of the country, but ancient woods all have one thing in common: because they have existed for hundreds of years, their ecosystems have evolved in such a way that any replacement with new plantations cannot replicate them. That is the point that my right hon. Friend and I are making.

[Mrs Gillan]

That is helpful. There is no doubt that my hon. Friend and I share a passion for our ancient woods. I hope that the fact that he has secured the debate and given others an opportunity to speak up will make the Minister and the Department think twice about pursuing the project and the route.

I want to allow other hon. Members to speak, but before I draw my remarks to a conclusion, I must say that, sadly, many people have found the draft environmental statement, which is currently subject to consultation, to be superficial, inconsistent and incomplete. Crucial ecology surveys and assessments are yet to be undertaken. It is almost impossible for communities to respond effectively, and the presentation suggests that environmental impact is a secondary consideration, but that is simply not good enough for such an expensive project.

The non-technical summary of the statement considers environmental impact only superficially and completely misunderstands the complexity and national significance of damage to habitats. For example, it states:

“At present there are no route-wide significant effects on habitats”,

which is clearly not the case given that 67 ancient woods will suffer direct loss or damage, and given the national importance ascribed to ancient woodland by the national planning policy framework.

I have some questions for the Minister, although I could speak for much longer. Sadly, we have not had the opportunity for detailed debates on HS2 in the House. On Second Reading of the preparation Bill, so many people wanted to speak that even I, despite being called first after the Front Benchers, had only six minutes. There has been little or no opportunity to consider into the detail of the project, which is why I am so grateful to my hon. Friend the Member for Lichfield for securing this debate.

If the project goes ahead, the Department for Transport must come up with a much better story to support it and a much better way to deal with the problems arising from it. The route through the Chilterns and my hon. Friend’s constituency is a straight line. It is like a piece of steel going through the heart of our community and through an area of outstanding natural beauty, which is designated as such because we are supposed to protect it for future generations. We are breaking that protection and that vow by putting the project through the middle of the AONB.

Reportedly, the route has to be a straight line through the middle of the AONB and up to Birmingham because everything is about speed; a straight line is necessary to run those really fast trains. The story has changed a little, however; it is now about capacity on the west coast main line. If that is the case, the Department for Transport must look seriously at variations to the route to minimise not only the environmental damage, at least, but some of the horrors of blight that will be caused to people’s lives, homes, businesses and communities along the line. The existing proposal had better not be the last word on the route from the Department. We will have the hybrid Bill process, if HS2 goes ahead, but if that happens, I make a plea for moving some of the line so that we can protect one of the most fragile parts of the United Kingdom.

[Michael Fabricant]

Does my right hon. Friend share my curiosity about what the Opposition spokesperson will say about the line’s route? The Opposition now seem to have adopted the route for which we were campaigning when we were in opposition before 2010.

[Mrs Gillan]

Senior distinguished members of the Labour party, such as the former Chancellor of the Exchequer, the right hon. Member for Edinburgh South West (Mr Darling), have come out in public against the route. Today, the former Business Secretary, Lord Mandelson, features on the front page of the Financial Times, and “‘Expensive mistake’ warning derails consensus on HS2” is a pretty heavy headline. The Labour party is in a great deal of difficulty. This morning, Lord Adonis tweeted with bravado that it will not make the same mistakes as were made on the Channel tunnel and cancel HS2. The original idea was indeed Lord Adonis’s way of dealing with what was looking like a pretty comprehensive transport policy from the Conservative party in the run-up to the election. The gaff has been blown by Lord Mandelson—Lord Adonis came up with an idea that was more political than practical. Labour was probably a little surprised when we adopted it hook, line and sinker, and certainly when we went for the route through the AONB.

I want the Minister to re-examine the reasons for HS2. If the case for HS2 is not only speed, but capacity, and if the project goes ahead, even though the dreadful business case is getting worse, it must be possible to vary the route of the line to minimise the damage. I want him to look at greater tunnelling. I was grateful when the Government’s second Transport Secretary—I think the Minister works for the third Transport Secretary in as many years—listened to me and took seriously my points about the geology of my area, with its chalk streams and the aquifer, and about the environment and woodlands that would be affected. She extended the tunnel, although unfortunately she extended it right into the middle of a piece of ancient woodland.

I want the Minister to undertake to look seriously at greater tunnelling. A Brett tunnel plan, with a gap at Durham farm for engineering and environmental reasons, is being proposed on behalf of Conserve the Chilterns and Countryside and the Chiltern Ridges HS2 Action Group. It would protect all the ancient woodland in the Chilterns for future generations to enjoy. I want him to assure me today that he will examine the proposal seriously and not rule it out on grounds of cost, because the cost to our environment will be even greater. I want the Government to ensure that that is covered by the final environmental statement, when that is deposited along with the hybrid Bill. That is in the Minister’s gift, because the current consultation on the draft environmental statement is being carried out by HS2 Ltd, so it is not a statutory consultation, but a gratuitous one—perhaps that is why the document is so poor. The real environmental statement must be produced by the Department for Transport and it must be deposited with the hybrid Bill. I understand that it will run to at least 50,000 pages, but I want an undertaking from the Minister today that it will run to 50,001 and include the full tunnelling option that would protect the AONB.

If HS2 goes ahead, and goes ahead on a straight line, without the route being varied and without greater tunnelling, I ask the Minister to look at the mitigation ratios that I was discussing earlier, because 2:1 is not enough; 30:1 is more like it. What is more, I want the finance for that to be protected—I am not stupid. The project has already gone up in cost by £10 billion and has one of the largest contingency funds in living memory. The costing has been got wrong at almost every turn, and at every stage, by clever consultants, by the Department and by HS2 Ltd. Mistakes have been made in calculating the spoil coming out of tunnels and in the business case. Dare I say it, mistakes might even have been made in calculating the traffic on the west coast main line. When money is squeezed, the first thing to go is promises to protect the environment. That is all too easy, and I have seen that process happen along the London underground line in my constituency. Trees and foliage were cleared to keep the line safe; on one side they were replaced by soil full of local flora and fauna, but the money ran out, so a spray thing was used for the other side instead. Anyone walking along the line can see the meadows and the wildlife coming back on one side along that Chiltern railway line, which is so beautiful, while on the other side, where the cheaper material has been used, it is like a desert. I have written to London Underground asking it to ensure that it continues the planting. I therefore have practical experience of the fact that when the Government and organisations run out of money, the first thing to go is the promises that they made to protect and enhance the environment.

There is another option, however. You know it, Mrs Osborne, I know it, my hon. Friend the Member for Lichfield knows it, everyone else involved in the project knows it and now Lord Mandelson and the right hon. Member for Edinburgh South West know it: cancel HS2 and look at other options. If we are going to spend billions of pounds of taxpayers’ money—we are not in Victorian times, so it is our money, not private money, that will build the railway line—a better way to achieve the Government’s laudable aims is to look at other projects that will deliver better value for money for the taxpayer and protect our environment. I hope that the Minister will take my points seriously and reflect on them at the Department for Transport, and that he will make alterations or look to other schemes that would benefit the country far more.

Debate on the Address

Debate between Michael Fabricant and Cheryl Gillan

Wednesday 8th May 2013 Commons Chamber

[Mrs Gillan]

The devil will be in the detail. The truth of the matter is that until recently there was no talk of a paving Bill, yet the project has been on the stocks for four years. It is a little late to discover that we need a paving Bill. Also, some commentators have already been referring to it as a blank cheque, which is not something anybody on the Conservative Benches wants to see.

I, like you, Mr Speaker, and like colleagues and neighbours both inside and outside the Government, and particularly in Buckinghamshire, have serious misgivings about HS2. The project was produced like a rabbit from a hat by the previous Labour Government. It has already blighted the lives of my constituents and will cause irreparable environmental damage to the Chilterns. It does not represent good value for money and will not bring the exaggerated benefits claimed by its promoters. Increasingly, informed commentators and experts have started to cast doubts on the claim that it will heal the so-called north-south divide, and those doubts are growing.

For me, HS2 fails on many fronts. It fails on the business case, which is fundamentally flawed, with a cost-benefit ratio that is eroding so rapidly that it is getting to a level at which it would not be regarded as worth while by any normal criteria. The calculations are based on false assumptions, with the forecasting assuming that all time spent on trains is unproductive. It also fails to take into account modern communications and working practices.

HS2 fails to observe environmental protections. The current plans and route design for phase 1, and the business case, are so conditional on speed that they sweep everything else aside. The route does not even try to stick to existing transport corridors but drives a steel arrow into the heart of the Chiltern hills, which were deemed so precious before now as to have been designated an area of outstanding natural beauty.

[Michael Fabricant (Lichfield) (Con)]

My right hon. Friend will know that phase 1 ends in my constituency and phase 2 begins there. The irony is that although the route to Leeds attempts to use existing transport corridors, because the Government have at least accepted that, the route up to Manchester cannot do so because it ends in Lichfield and we inherited the phase 1 design. The original proposal that the Conservatives supported in opposition would have used existing transport corridors.

[Mrs Gillan]

My hon. Friend makes a long but valuable intervention, and I know how badly his constituency will be affected. I do not think that anybody in the House, on either side, would expect either him or me to take a different position. It is indeed true that these provisions have been railroaded through—excuse the pun—without looking at the detail or the alternatives.

--- Later in debate ---

[Mrs Gillan]

Yes, I am. Perhaps we will be able to explore that when we discuss the preparation Bill in more detail.

HS2 also fails the integrated transport test. As it currently stands, it does not connect effectively to HS1 or Heathrow, or indeed to any airport in the south-east. The idea that it should be fixed before we have the results of the Davies report on airport capacity in the south-east, which will be in 2015, is quite illogical.

HS2 fails the value-for-money test. The cost, with rolling stock, conservatively stands at £40 billion, and there is no guarantee that phase 2 will ever be built. It will be the largest peacetime spend on an infrastructure project, and let us not kid ourselves: it will run over budget. Each and every MP in this place should imagine just what that money could be spent on to improve their constituents’ lives: hospitals, medical research, schools, broadband, improving existing roads and railways—the list is simply endless.

HS2 fails the fair compensation test. Thousands of people, homes and businesses have already fallen victim to the proposals. In the recent High Court judgment the Government’s compensation consultation was deemed so unfair as to be unlawful. That is pretty shaming. If, despite all efforts, HS2 goes ahead, compensation must adequately—indeed, more than adequately—recompense people whose businesses and homes will be bulldozed along with their lives. I hope, at least, that the property bond will be taken up by the Government. The Department has grossly underestimated the blight that this project has caused and will cause, in order, I think, to reduce the final bill for the Treasury. The Government certainly should not be scrimping on the compensation aspects.

[Michael Fabricant]

As a brief intervention, I remind my right hon. Friend that the Prime Minister said specifically that compensation would be generous for HS2, and we must hold him to that.

[Mrs Gillan]

I agree entirely that we should hold him to that, and I hope that he will look even more closely at the proposals that are coming from his Department for Transport.

The seriously misconceived proposals for HS2 are a rail enthusiast’s charter that is attractive to officials in the Department and HS2 Ltd, who, let us face it, see it as guaranteeing their jobs at a time when the civil service is being reduced, and to the industries that expect to benefit from substantial Government funding over the next 25 to 30 years. Advisers are not going to identify other projects that will assist economic renewal because it is just too easy to run with this Labour project. Yet it proposes the highest pace in the smallest place, regardless of damage to the environment and without integration into other modes of transport. By the time it is completed, the business world will have changed dramatically, and this Government will have saddled the country’s taxpayers with another enormous debt and a white elephant. Having just inherited the results of a spendthrift Government, surely we must have learned something.

My constituency lies in metroland, as you well know, Mr Speaker, because it neighbours yours. After reading the history of the railways, one can see that many of the early proposals in the 1800s for constructing new railways suffered from an excess of enthusiasm that led to failure when the commercial realities became apparent. This proposal is no different.

While there is much to be welcomed in the programme announced today, I have to say, regretfully, that unless the preparation and hybrid Bills on HS2 are dropped, for the first time on a Queen’s Speech, I cannot support, with regard to these provisions a Conservative or, in this case, a Conservative-led Government.

The mover of the Loyal Address, my hon. Friend the Member for Mid Worcestershire, reminded us that even Brunel’s projects were late and over budget. However, he also said: “If it is important, and the Government are not listening, just keep trying.” You and I, Mr Speaker, our colleagues in Buckinghamshire, my hon. Friend the Member for Lichfield (Michael Fabricant), and many other MPs will just keep trying, and I sincerely hope that my right hon. Friends will rethink this project before it is too late.