Port Agents: Medical Duty of Care
Nusrat Ghani Excerpts(5 years, 5 months ago)
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The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)
I must start by passing on my deepest condolences to my hon. Friend the Member for Elmet and Rothwell (Alec Shelbrooke) and his family on the tragic death of Gordon Hoyland Spencer. I had the privilege of meeting Mr Spencer’s family earlier today and saw their grief and despair. My hon. Friend gave a powerful, brave, emotional speech, and it was incredibly difficult to digest such a long list of tragic incidents that should just not have happened. What makes Mr Spencer’s death all the more heartbreaking is that it could so easily have been prevented by prompt and correct treatment and good quality care. Quite understandably, my hon. Friend wants action to prevent any other families going through a similar agony.
Under the International Labour Organisation’s maritime labour convention, ships carrying 100 or more persons and ordinarily engaged on international voyages of more than three days’ duration shall carry a qualified medical doctor who is responsible for providing medical care. Ships’ doctors, like any other doctor, have a duty of care to their patients governed by ethical responsibilities. That would usually include discharging sick patients into what they consider appropriate medical care facilities ashore, in compliance with the code of medical ethics in their country of registration or licence. In doing so, a ship’s doctor may liaise with an assistance company appointed by the passenger’s insurer, which should be able to advise on appropriate care providers ashore.
According to my hon. Friend’s account, it would appear that Mr Spencer received appropriate care and treatment while on board the vessel and was recovering—we must note that. However, the facilities available on board were not sufficient to further Mr Spencer’s recovery and a decision was made that he should be medically discharged in Barbados. I understand that the port agent facilitated the transfer of Mr Spencer to a cardiology clinic rather than to the general hospital.
The port agent’s role is primarily to help facilitate the ship’s transit through the port, and the engagement and choice of an agent is at the shipping company’s discretion. A ship’s agent may, if asked, provide the details of local medical facilities, but the responsibility remains with the ship’s doctor to discharge sick passengers into what they consider to be an appropriate medical facility ashore. My hon. Friend has requested that international maritime law should be amended to place a duty of care and due diligence on a port agent, through a fit and proper person test, when they are identifying and commissioning onshore medical facilities for those who are disembarked for medical emergencies.
Port agents are required to comply with relevant domestic law and the port statute, but they are not regulated by international maritime law. However, considering the case that my hon. Friend has presented today, I will ask the officials at the Department for Transport and the Maritime and Coastguard Agency to consider whether such regulation would fall within the remit of the International Maritime Organisation or whether it would be appropriate for another international body. I will also write to the Cruise Lines International Association, the international trade association for the industry, to highlight the issues that this incident has raised in order to highlight its duty of care and responsibilities with regard to port agents.
Furthermore, I will raise the case directly with the IMO, and, considering how personal the case is for my hon. Friend, I wonder whether he could bear to share his experiences again. I know that this will be emotional and difficult for him, but I respectfully ask him to join me for a meeting that I will convene directly with the IMO’s secretary-general so that my hon. Friend can share his experiences and make representations to see whether we can lobby and obtain a change in the law.
Alec Shelbrooke
I am most grateful to my hon. Friend for that offer. I wonder whether the invitation could be extended to my family, who were in Barbados at the time and experienced what happened at first hand.
Ms Ghani
That would be absolutely fit and proper. I accept it, and we will do what we can as soon as we can.
We have heard this afternoon of the tragic and preventable death of Gordon Hoyland Spencer. I share my hon. Friend’s commitment that, although nothing can be done to reverse what happened, Gordon’s death should act as a call for action to the maritime industry. Passengers should be cared for to the highest possible standard, particularly when they are most in need, and the Government will play their part in helping to ensure that no one has to repeat the painful experiences of Gordon and his family.
Bob Stewart
I believe the Minister is shortly to finish, but I wonder what the heck is going to happen to this so-called Dr Sparman. How can we allow this man to continue his work in Barbados? What can the British Government do to stop it? Are we going to report the man to the Barbadian Government? And are we going to complain about how the port agent dealt with this case? I believe that practical step might prevent another family from going through the hell that the Shelbrooke family have been through.
Ms Ghani
Absolutely. The fact this has been raised on the Floor of the House will be reflected by all Government agencies, and I do not doubt for a moment that this message will reach Barbados, especially once the meeting takes place with the IMO.
I commend my hon. Friend the Member for Elmet and Rothwell for bringing this debate to the House, Once again, I express my profound sympathies to him, to Gordon’s widow Jackie and to the entire family. I look forward, if I can use that word, to working with my hon. Friend to campaign on this incredibly important issue and to ensuring that we do all we can to prevent another incident like this one.
Question put and agreed to.
Transport
Nusrat Ghani Excerpts(5 years, 5 months ago)
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Neil Gray (Airdrie and Shotts) (SNP)
Ms Ghani
There is a £300 million step-free access programme. I do not recognise the hon. Gentleman’s complaint, because 73 further stations were identified in Scotland to get step-free access between 2019 and 2024.
[Official Report, 13 June 2019, Vol. 661, c. 818.]
Letter of correction from the Under-Secretary of State for Transport, the hon. Member for Wealden (Ms Ghani):
An error has been identified in the response I gave to the hon. Member for Airdrie and Shotts (Neil Gray).
The correct response should have been:
High Speed 2
Nusrat Ghani Excerpts(5 years, 5 months ago)
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The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)
I have today published a Government consultation on 11 proposed refinements to the route of HS2 phase 2b, the section of HS2 running from Birmingham to Leeds via the east midlands, and from Crewe to Manchester. These include the first proposals for infrastructure to one day allow Northern Powerhouse Rail (NPR) trains to use the HS2 route and vice versa.
HS2 is making progress and work on phase 1 (from London to the west midlands) is well under way. Around 9,000 jobs are now supported by the delivery of HS2, with 300 apprentices on board and 2,000 businesses working on building the new backbone of Britain’s rail network.
HS2 phase 2b will complete the full “Y network” and deliver the full benefits of HS2 in terms of capacity and better connections between cities and towns. Phase 2b will be a catalyst for regeneration and economic growth across the north and midlands. In July 2017, I confirmed the route from Crewe to Manchester and Birmingham to Leeds via the east midlands. In November 2018, I consulted on working drafts of the environmental statement and equalities impact assessment for phase 2b, a major milestone in preparing the hybrid Bill. I am today publishing a summary of the responses to those consultations, which are informing HS2 Limited’s ongoing design work.
The proposals I am putting forward today mark another major milestone for HS2 phase 2b and follow extensive work to ensure that the route offers the best value for taxpayers’ money as well as minimising disruption for residents and impacts on the environment.
This consultation includes proposals to allow for two future junctions that could see the HS2 line into Manchester used as part of NPR. These proposals have been developed in partnership with Transport for the North, and, in the future, would open up the opportunity for a potential new route between Manchester and Liverpool that could also be used for services between London and Liverpool.
Design work on the scheme continues and where further change is needed we will consult again ahead of Bill deposit. Further scope to support the interfaces with NPR (including at Leeds) and Midlands Connect is currently being considered and is subject to future funding decisions. This consultation also considers some works on the existing rail network that will allow for HS2 trains to run between the south and our great northern cities.
It is an opportunity for communities affected by all the proposed changes to have their say in how the scheme develops. Good quality community engagement is crucial to HS2 and we want the input of those who will be affected.
In addition to today’s consultation, I am also publishing updated safeguarding directions for the phase 2b route to reflect the project’s updated land requirements. I am also extending the rural property support zones for phase 2b in certain areas, this brings a greater number of property owners in scope of these compensation schemes, or a higher value payment, enabling more people to benefit.
Copies of the Command Paper and safeguarding directions will be placed in the Libraries of both Houses.
[HCWS1603]
Excessive Speeding and Driving Bans
Nusrat Ghani Excerpts(5 years, 6 months ago)
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The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)
It is good to see you in your place, Madam Deputy Speaker, for this final debate before the recess, which is a good omen for when we return.
I thank the hon. Member for Clwyd South (Susan Elan Jones) for raising the important subject of excessive speeding and driving bans. I also thank her for extending the opportunity for us to continue working together on an issue on which she has not only campaigned for a long time but has been given an award.
Susan Elan Jones
The Minister mentions the award from Brake, the road safety charity, and I pay tribute to the community of Overton in my constituency. There was a terrible road traffic incident, after which the community came together to campaign on this issue. I feel that this very important award belongs as much to my constituents as it does to me.
Ms Ghani
The hon. Lady, true to form, shares the praise with all those who have worked behind the scenes, which has been noted.
The hon. Lady was probably expecting my hon. Friend the Member for Hereford and South Herefordshire (Jesse Norman), who has been promoted, but I hope she will be pleased with my response. I do not want Hansard or any journalists to be confused: I have not been promoted for long, just for the next 15 minutes.
Road safety is a top priority for the Government. Road deaths are a tragedy for all affected, and injuries can cause suffering and life-changing misfortune. Much of that harm is avoidable, and it is not an inevitable consequence of road transport. As the hon. Member for Clwyd South mentioned, all available research shows a link between excessive speed and the risk of collisions. Increased compliance with speed limits, as part of a wider package of road safety measures, will play a significant role in reducing the number of collisions on our roads.
I share the hon. Lady’s concern that people who drive at appalling speeds, risking the lives of others as well as their own, are too often back behind the wheel too soon. However, sentencing is a matter for our independent courts and is based on the facts of each case. A driving ban, the length of which is at the discretion of the judge, is already an option, and guidance is issued by the Sentencing Council. This is not something on which the Department can intervene. The judiciary are constitutionally independent of the Government, and it is important that no action is taken that may undermine this fundamental principle.
It may help if I say something about the totting up of points. If an offender amasses 12 penalty points or more within a three-year period, a minimum six-month disqualification must be ordered. An offender disqualified in this way may also be ordered to take an extended driving test. Offenders who are disqualified for 56 days or more have to apply for a new licence.
However, courts have the discretion not to disqualify, or to impose a reduced disqualification, if there are mitigating circumstances or exceptional hardship—the hon. Lady raised that issue. This is wholly up to the courts and, again, is not something that the Department can influence, but the Department always notes what is raised in the Chamber. We know the media have reported cases where drivers with many points are still behind the wheel.
At this point I ought to say something about the relative responsibilities of the Department for Transport and the Welsh Assembly. Much road safety legislation and policy is devolved to Wales and Scotland. As well as being responsible for their own trunk road networks, they set policy on safety cameras and issue guidance on setting speed limits. They have legislative competence on all the substantial provisions of the Road Traffic Regulation Act 1984 concerning speed limits and traffic signs.
The enforcement of speed limits is an operational matter for the police. Policing in England and Wales is divided into territorial forces, with the Westminster Government setting policing policy. It is for chief police officers to decide how to prioritise enforcement in accordance with their local priorities and demand. Their police and crime commissioner’s police and crime plan can also be used to address this issue. Individual police forces may also work with local communities and local volunteers to tackle speeding, taking specific local needs into account.
The penalties for excessive speed start with informal advice—the hon. Lady has campaigned on this—because, of course, the more that people are aware, the more they will hopefully monitor their speed. Where such advice is not appropriate, drivers are prosecuted by means of a fixed penalty notice or, in the most serious cases, a postal charge bringing them before the court.
Current guidelines issued by the National Police Chiefs’ Council allow police the discretion to take account of the individual circumstances of each speeding offence, and to take the action they consider appropriate. This ensures that the focus of attention is on the most serious offending and those individuals who clearly and deliberately break the law. The guidelines also seek to provide consistency of treatment from forces in different parts of the country and to set out the principles that underline the police’s approach to enforcement of the law on speeding. However, these are only guidelines, and there are no plans to change this or advise the police how to enforce speed limits.
The hon. Lady mentioned Operation Snap, and I agree with her on the outcomes of that programme. The police have introduced Operation Snap, which has used media such as dashcam evidence, helmet cameras or personal video for the detection of road traffic offences that do not involve a collision. I agree that this is an example of innovation that tackles those driving offences that the public want the police to deal with. It also significantly reduces the time for the police to make a decision on an offence. The aim of Operation Snap is to improve driver behaviour. This is important to note, because she spoke about the anti-drink-driving campaigns back in the day, which changed people’s attitudes completely. If drivers perceive that they could be prosecuted for driving poorly, we hope that they will not drive poorly to begin with, thus reducing the likelihood of a collision.
The hon. lady also talked about sentencing and penalties. After a full consultation, in October 2017 the Ministry of Justice confirmed Government plans to introduce life sentences for drivers responsible for the deaths of other road users. The proposals that were confirmed include: increasing the maximum penalty for causing death by dangerous driving from 14 years to life; increasing the maximum penalty for causing death by careless driving while under the influence of drink or drugs from 14 years to life; and creating a new offence of causing serious injury by careless driving. Sentencing remains a matter for the courts, but raising the maximum penalty will give the courts the tools to deal with the most serious cases. The legislation will be brought forward as soon as parliamentary time allows.
The hon. Lady also made powerful points about drink-driving, and I wish to confirm that the Government currently have no immediate plans to lower the drink-drive limit in England and Wales. Our approach to tackling drink-driving is through rigorous enforcement, penalties and changing the social acceptability of drink-driving in the first place.
The hon. Lady made some good comments about the Brake report, which we welcome as it highlights the important aspects of road safety. Last June, the Government announced their intention to publish the refreshed road safety statement and the two-year road safety action plan later this year, to address four priority user groups: young people, rural road users, motorcyclists and older vulnerable users.
The hon. Lady made some important points about technology. We are currently engaged in negotiations as part of the EU’s third mobility package, which will introduce intelligent speed-adaptation devices in vehicles in the future. She made a powerful point about telematics. I do not want to stray into another Minister’s area of responsibility at the Dispatch Box, so I will offer the hon. Lady the opportunity to meet the relevant Minister once they have settled into their post.
I emphasise that we are determined to improve safety on our roads for all road users, and to see to it that offenders receive the justice that they deserve. I do not doubt that, just like the previous Minister, the new Minister will take this issue incredibly seriously. If I have not covered all the hon. Lady’s points, I will ensure that any that are outstanding are covered in a written response. I congratulate the hon. Lady on being a strong campaigner on this issue and on bringing this important debate to the House.
I thank you, Madam Deputy Speaker, for all your work, and I thank the Clerks, the Doorkeepers, and everyone who works in the Tea Room and the Library and keeps us going, as well as the wonderful team from the Department for Transport, who keep the Ministers going. I hope that everybody has a wonderful recess, although I am a little nervous because I am being joined by my parents-in-law, Tim and Wendy Wheeldon. They will be spending time with their daughter-in-law in the constituency of Wealden. I am pleased to be spending the recess with my husband, David, but my daughter, Farah, is going to become a teenager, as she turns 13 on 1 June, so this might not be a quiet recess and I may wish to get back to work sooner than my colleagues.
Madam Deputy Speaker (Dame Eleanor Laing)
Just before I adjourn the House, I wish the Minister, all her family and everyone who serves this House so well in many, many capacities, a peaceful recess. I also add to the many accolades that have been expressed about Philippa Helme, my most sincere thanks for her calm, wise counsel on many occasions here in the Chamber and behind the scenes. Once again, on behalf of everyone who works here and who serves this place, I thank Philippa for her many decades of dedication to this place and wish her well for an exciting future.
Question put and agreed to.
Draft International Road Passenger Transport (Amendment) (Northern Ireland) (EU Exit) Regulations 2019
Nusrat Ghani Excerpts(5 years, 6 months ago)
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The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)
I beg to move,
That the Committee has considered the draft International Road Passenger Transport (Amendment) (Northern Ireland) (EU Exit) Regulations 2019.
It is an honour to serve under your chairmanship on this glorious morning, Mr Bailey. The draft regulations will amend the necessary domestic implementing legislation in Northern Ireland to deal with deficiencies that would otherwise exist when the UK leaves the EU. In the absence of the Northern Ireland Assembly, the Cabinet has agreed that, in the interest of legal certainty for Northern Ireland post exit, UK Government Ministers will introduce the necessary secondary legislation at Westminster for Northern Ireland.
EU legislation governs access to the international passenger transport market. An EU regulation establishes the conditions for the international carriage of passengers by coach and bus within the EU, and cabotage within member states by non-resident EU operators. It covers regular timetabled services and occasional services such as holidays and tours. It establishes for that purpose a system of Community licences, which act as the international bus and coach licences used within the EU, and provides for those licences to be issued by the competent authorities of member states.
To ensure the continuation of bus and coach services to the UK in the event of no deal, the Government introduced the Common Rules for Access to the International Market for Coach and Bus Services (Amendment etc.) (EU Exit) Regulations 2019, which the House approved on 26 March. Those regulations amended the retained UK version of the EU regulation on a UK-wide basis, allowing EU-based operators to continue to access the UK market through the continued recognition of Community licences and control documents issued by EU member states.
Section 2 of the European Union (Withdrawal) Act 2018 preserves EU-derived domestic legislation, including the Public Service Vehicles (International Passenger Services) Regulations (Northern Ireland) 2019 and the Transport Act (Northern Ireland) 1967, which give effect to the EU regulation in Northern Ireland. The draft regulations, which apply to Northern Ireland only, will adjust the language and references in that retained legislation and in two other pieces of legislation. They will make minor, technical changes to reflect the fact that the UK will cease to be an EU member state, for example by removing references to “Community licence” and “Community rules” from relevant Northern Irish domestic legislation. They will also ensure that domestic enforcement provisions continue to apply to EU operators.
In the event of no deal, UK operators will be able to continue to access the EU market through the Interbus agreement in respect of occasional services, an EU multilateral agreement that allows bus and coach operators to carry out occasional services between participating countries—currently the EU countries and seven other contracting parties in eastern Europe. The UK has completed the accession process and will become a member of the Interbus agreement in its own right in the event of no deal.
The agreement will be extended to regular services in due course, but until the end of 2019, access for existing regular services will be provided through the EU contingency measure on basic road freight and road passenger transport connectivity. The measure, which was adopted on 19 March, enables UK operators to continue to operate existing regular timetabled services to EU member states until 31 December 2019. It would also have enabled cabotage in the border areas of the Republic of Ireland until 30 September. Since it was agreed, an extension to the exit date has been granted to 31 October; we will work with the EU to determine the impact of the extension on the timing of the measure.
The EU contingency measure is dependent on the UK’s reciprocation. UK regulations to provide reciprocity, such as the draft regulations, are a stop-gap measure. In the event of no deal, once the Interbus agreement has been extended to regular services, it is intended that reciprocal access will be provided through that agreement instead. However, we will work with the European Commission and the Republic of Ireland to ensure that any future UK-EU transport arrangements take into account the unique transport demands on the island of Ireland, particularly in respect of the border counties, where cabotage is of particular importance.
The Government have made a commitment to reduce the adverse impact on businesses and citizens of EU exit. That applies to people’s ability to make international journeys by bus or coach. Coach travel is safe and environmentally friendly. Its low cost is particularly valued by individuals on low incomes, such as students and pensioners. In Northern Ireland, travel across the border is a commonplace daily activity, with 900,000 such journeys per annum. Although the Common Rules for Access to the International Market for Coach and Bus Services (Amendment etc.) (EU Exit) Regulations 2019 ensure that EU operators can continue to access the UK market, the draft regulations will ensure that the relevant domestic legislation in Northern Ireland is adjusted to deal with deficiencies that would otherwise exist when the UK leaves the EU. I commend the draft regulations to the Committee.
Ms Ghani
I thank the hon. Lady for her consideration of the regulations. I will turn to some of the points raised in the debate. If I fail to address all of them, I hope she will allow me to respond in writing.
I must put on the record that the Department for Transport’s preparation for Brexit has been second to none. I believe that we laid the greatest number of statutory instruments of any Department other than the Department for Environment, Food and Rural Affairs. The SIs were on schedule, but with the extension from the March date there was a reprioritisation, which is why we are dealing with this instrument today. The programme was on schedule and there is no risk to any part of our sector.
The hon. Lady talked about consulting the industry. The aim of this legislation is, quite frankly, to maintain the status quo as far as possible. These are just technical amendments, and consultation took place with the Federation of Passenger Transport Northern Ireland and other agencies. She talked about the Interbus agreement and raised a very important point. The contracting parties to the Interbus agreement are the EU, Albania, Bosnia, Croatia, the former Yugoslav Republic of Macedonia, Moldova, Montenegro and Turkey.
A signatory process for a protocol that will extend the Interbus agreement to regular services opened on 16 July 2018 and ran until 16 April 2019, although officials have been informed that this date will be extended. Four of the seven contracting parties need to sign the protocol, including the EU. The protocol will then come into force in the third month after the fourth signature is made. As of 16 April, no contracting party had signed the protocol. Once the UK becomes a contracting party to the agreement, we will be able to sign the protocol in a no-deal scenario.
Again, the statutory instrument just makes minor amendments to reflect the fact that the UK will no longer be part of the EU. I hope that I have managed to address the points raised in the debate and that hon. Members agree that the instrument is needed to remove any ambiguity in Northern Ireland legislation that deals with the operation of international bus and coach services in the event of no deal.
Question put and agreed to.
High Speed 2: Hollins Green, Culcheth and Croft
Nusrat Ghani Excerpts(5 years, 6 months ago)
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The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)
It is a pleasure to serve under your chairmanship, Mr Hollobone. I congratulate the hon. Member for Warrington North (Helen Jones) on securing this important debate on the effect of High Speed 2 on the villages of Hollins Green, Culcheth and Croft. She gave us a lovely picture of her constituency.
I sympathise with the concerns the hon. Lady has raised with me, my Department and previous Ministers, and with HS2 Ltd itself. I shall provide an overview of why the project is important and then move on to the questions she asked. If I fail to respond to them all, I hope she will allow me to correspond with her in writing to ensure that everything is down on paper. I do not doubt for a moment that she will continue to champion action on behalf of her constituency.
HS2 is a critical project for our country. It will be the backbone of our national rail network. It really will help to rebalance our economy, create opportunities for regeneration and lessen the north-south divide. The strategic case for HS2 is that it will increase capacity on our overcrowded rail network and improve journeys into and between the major towns and cities of the midlands and the north. It will connect eight of our 10 biggest cities, and it will more than double the number of seats from Euston in peak hours, carrying more than 300,000 people every day.
I know the hon. Lady raised concerns on behalf of her constituents, but we are already starting to see the benefits of HS2. More than 7,000 people are working on the line and more than 2,000 businesses are working to deliver the new railway. Opportunities for jobs and apprenticeships are being created across the country; I am pleased to say that more than 250 new apprenticeships have been created so far. The project is critical. It will connect half of our country’s population. Even though the hon. Lady’s constituents may be asking, “What’s in it for me?”, they are among that half of the population that the project will impact by helping to rebalance the economy.
HS2 is an essential component in the delivery of the Government’s and Transport for the North’s plans for Northern Powerhouse Rail. For example, the current designs for NPR use HS2 infrastructure into Manchester and Leeds. If we did not build HS2 phase 2b, we would need to send NPR back to the drawing board. The two projects are complementary and will work in tandem to transform connectivity across the north, bringing towns and cities together. If the hon. Lady does not want to take my word for it, I have a recent article by Andy Burnham, the Mayor of Greater Manchester, and Steve Rotheram, the Mayor of the Liverpool city region, in which they talk about the benefits that I hope she will—
Ms Ghani
Let me just go through the quote. I have many more—too many for this debate—but this one is important, because it mentions the benefits in the north. Andy Burnham and Steve Rotheram wrote:
“The economic output of Greater Manchester could double to around £132bn by 2050”
because of HS2,
“contributing at least 40,000 new jobs. Liverpool city region forecasts £15bn of economic growth and 24,000 new jobs.”
You will be surprised to learn, Mr Hollobone, that we often read criticism of HS2. It tends to come from the press, which tends to be based down here. Importantly, in their article, those leaders of the north wrote:
“We don’t need London commentators telling northern leaders what we need.”
It is important to reflect what is wanted and needed beyond London and the south-east.
Helen Jones
I am grateful to the Minister for giving way; she is very kind. However, I think she is making my point about HS2 benefiting big cities rather than towns. Warrington is in neither Greater Manchester nor Merseyside—it is in Cheshire—and it will not have a station on the line. As my constituents have argued, areas that are getting a station might be able to weigh the benefits against the costs, but for areas that are not getting a station and already have an hourly service to London, as we do, the situation is much more difficult.
Ms Ghani
The hon. Lady raises some important points. I note that she does not actually criticise HS2 but expresses a desire for a station. Unfortunately, if I provided a station to everyone who wanted one, the project would not be going anywhere very fast anytime soon. There are already 2,000 businesses and 7,000 people involved in the project, and at its peak there will be 30,000 people building this railway, so I do not doubt for a moment that every part of the country will be touched in a positive way, whether it is by the economic opportunities or the jobs that HS2 provides.
Let me turn to the questions the hon. Lady raised. She made a robust argument about the Golborne link. The Government will continue to invest in upgrades to the conventional rail network, including the west coast main line, in addition to their proposals for the development and delivery of HS2. However, only HS2 will be sufficient to meet the long-term growth in demand that is forecast on the existing network. HS2 is the right intervention to address the capacity constraints on the west coast and east coast main lines. The Government have already considered alternative schemes to HS2, including upgrading the existing railway, but no other option can deliver the same scale of benefits as HS2 phase 2b.
The Golborne link is the most effective way to deliver the much-needed capacity on the west coast main line. It has two key purposes: it avoids a constrained section of the west coast main line, improving capacity and reliability on that line, and it delivers faster journey times for destinations north of the connection, such as Wigan, Preston, Lancaster, Cumbria and Scotland. The hon. Lady mentioned costs and benefits. Proposed alternatives to the Golborne link would reduce the benefits of HS2 without necessarily saving money. Early analysis shows that delivering the same benefits, such as the published journey times to the north and Scotland, without the Golborne link may add an extra £0.8 billion to the cost of HS2.
Let me move on to some further points the hon. Lady raised about HS2 and Warrington. HS2’s arrival is becoming integral to local plans in Warrington and the surrounding area. Warrington stands to benefit from HS2 services, which will cut journey times between Warrington and London to just over an hour, supporting enhanced growth in and around the town. HS2 is already driving employment opportunities, with approximately 80 businesses in the north-west now working on the early stages of the project. Decisions about service patterns will be taken in the future, taking into account factors such as demand and local considerations. The HS2 indicative train service specification shows Warrington Bank Quay being served by one HS2 train per hour in phase 1, which it will continue to receive when phase 2b opens.
I turn now to some of the important local points that the hon. Lady raised. I must place on record the fact that she has campaigned on behalf of her constituents by writing to raise arguments with the Department, especially since I have been there, and no doubt with the previous Minister, too. The local issues she has raised are very important to the Government and HS2 Ltd. I was particularly struck by some of the cases she made, and I will raise them directly with HS2 Ltd. I will ensure that I get a detailed response to all the points she raised if I am able to; otherwise, I will invite her to have a conversation with me about anything that is outstanding.
We are mitigating particularly in the following areas. On Wigshaw Lane, we are acutely aware of the issues the proposed road alignment presents and are currently working on alternatives. HS2 Ltd is already engaged with Warrington Borough Council on the closure of Wigshaw Lane. It is also looking to change the alignment of the viaduct in the Hollins Green area to move it further away from Hollinfare cemetery and the local community. The alignment of the viaduct would also be adjusted north and south of that point.
On the construction compounds near Hollins Green, the location and dimensions of some of the compounds shown in the working draft environmental consultation are being considered in the light of local feedback. That includes trying to reduce the size of compounds in the area. Developments to the design will help move compounds further away from residents in Hollins Green. The details in the draft code of construction practice, which formed part of the working draft environmental statement consultation, will help provide residents with reassurance about some areas of concern with construction compounds.
More broadly, we have already consulted on the working draft environmental statement for phase 2b. That consultation, through which we sought views from local stakeholders and residents along the route, closed at the end of last year. My officials and HS2 Ltd are analysing the responses and will continue to listen to the concerns of local people through HS2 Ltd’s engagement teams and meetings with local councils. I will ensure that the hon. Lady has a link into the HS2 Ltd team so she has an individual to direct her concerns to, and ensure that community meetings take place at the appropriate time.
The hon. Lady raised an important point about the viaduct versus the tunnel. That issue has been raised by many local stakeholders. Boring under the canal would require a particularly large land take either side of the canal to support tunnelling to the depth required. That means that much more land would be required in the area by a tunnel than by the proposed viaduct. That would have an impact on land and property in the area. The soil conditions in the area would also make tunnel construction difficult; the area around the tunnel is peat, so the tunnel would have to be very deep and constantly drained.
The hon. Lady made an interesting point about the depot no longer being situated at Golborne. The decision to relocate the depot to just north of Crewe was made in response to consultation feedback—particularly from local stakeholders—about open spaces and public amenities. The route through this area is still the Secretary of State’s preferred route and is not dependent on the depot being located at Golborne; that is a completely separate issue.
The hon. Lady raised an important point about the environment and the mental and physical health of her constituents. HS2 Ltd has a target to ensure that there is no net loss of biodiversity. Substantial funds are in place in the earlier phases to ensure that we are greening as we go along. HS2 launched a green corridor along phase 1 of the route, which includes 3,340 hectares of wildlife habitat, a 33% increase on existing habitat. HS2 is also committed to planting 7 million trees and shrubs along the line.
The hon. Lady mentioned pitches. HS2 Ltd is aware of the reduction in available pitches and is exploring options to re-provide those. I was moved by the points she raised, so I will keep a close eye on that and do my best to ensure that we get a positive outcome. Otherwise, I am more than happy to meet her to ensure that her points are, at the very least, heard and responded to by HS2 Ltd.
As I said earlier, this project is crucial for our country, especially in smashing the north-south divide. I appreciate that that will not provide succour for the hon. Lady’s constituents when she returns home this weekend. The Government are already spending more than £48 billion on our existing rail network, but that is not enough. We need to build extra capacity. HS2 is not just about passengers; it is about freight, taking cars off the road and encouraging people to use the railway instead of taking flights.
I am loth to read out another quote, because the hon. Lady will say, “It’s not close to home for me,” but let me reference Judith Blake, the leader of Leeds City Council, because it is appropriate.
Ms Ghani
It is not about being close; it is about the importance of the project for our whole country and for the north in particular. Judith Blake said HS2 is
“the opportunity to transform the prospects for the north—perhaps a once in 200-year opportunity.”
Politicians are often criticised for not thinking long term, planning for infrastructure on a large enough scale or understanding what our country needs going forward. HS2 addresses that. It is a large project. I understand the hon. Lady’s concerns, but HS2 Ltd is tasked to ensure that it mitigates its impact on the environment and communities.
I welcome the opportunity the debate has provided once again to reflect on how important HS2 is. We must remember that it has cross-party support: when the Bill for phase 2a went through Parliament, only 12 MPs opposed it. It was in all three main political parties’ manifestos. It is right that we continue to focus on delivering it, and it is also right that HS2 Ltd works appropriately, with humility and sympathy, with the communities it will be building the line through.
Question put and agreed to.
Railways (Amendment) (EU Exit) Regulations (Northern Ireland) 2019
Railways (Safety Management) (Amendment) (EU Exit) Regulations (Northern Ireland) 2019
Rail Safety (Amendment etc.) (EU Exit) Regulations 2019
Nusrat Ghani Excerpts(5 years, 6 months ago)
General CommitteesRead Full debate Read Hansard Text Read Debate Ministerial Extracts
The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)
I beg to move,
That the Committee has considered the Railways (Amendment) (EU Exit) Regulations (Northern Ireland) 2019 (S.I. 2019, No. 826).
The Chair
With this it will be convenient to consider the Railways (Safety Management) (Amendment) (EU Exit) Regulations (Northern Ireland) 2019 (S.I. 2019, No. 825) and the Rail Safety (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019, No. 837).
Ms Ghani
It is a pleasure to serve under your chairmanship, Ms Buck. I know that there is some confusion about why the superb Rail Minister, my hon. Friend the Member for Harrogate and Knaresborough (Andrew Jones), is not here to present the statutory instruments himself, but he was responding to an urgent question at the Dispatch Box, so I hope the Committee will bear with me.
The instruments will be needed if the UK leaves the EU without a deal and are important in ensuring clarity, certainty and confidence for the rail industry and customers. I shall start by explaining why this Committee is considering them under the urgent “made affirmative” procedure provided for in the European Union (Withdrawal) Act 2018. The instruments were originally laid for sifting under the negative procedure in February. In March, the Lords Secondary Legislation Scrutiny Committee recommended that the affirmative procedure should apply, as it believed that peers might wish to debate the potential impacts on cross-border rail services and those that operate them. Following the recommendation, the Government gave very careful consideration to what the most appropriate procedure was for progressing these important instruments. I would like to take this opportunity to thank the sifting Committees for their work. The Government recognise the valuable role that they have played, and welcome the opportunity to debate the instruments today.
The instruments are important in providing passengers and industry with the confidence and certainty that, should the UK leave the EU without a deal, the rail legislative framework will continue to function effectively. That is particularly important in the case of the SI addressing rail safety in Great Britain. Therefore the Government concluded that, to ensure that the instruments were in place for exit day, using the “made affirmative” procedure was appropriate. The Rail Minister wrote to the Chairs of the sifting Committees in April to explain that decision and the reasons behind it. Given the importance of providing clarity to industry as soon as possible on the important issue of rail safety, we consider that it remains important to ensure that the instruments remain in place.
Colleagues will be aware that we are awaiting the final report from the Joint Committee on Statutory Instruments on the two Northern Ireland instruments. Although we understand that it is unusual to proceed with a debate in such cases, EU exit does create unusual circumstances, and we wish to give this Committee the opportunity fully to debate these instruments. The JCSI has sought clarification on some minor issues in the two instruments, but we do not consider that those affect their validity and we will ensure that they are fixed before the instruments come into effect. However, should the JCSI ultimately raise more fundamental issues, we will revert to this House with these instruments. If that is the case, I will write to Committee members and place a copy of the letter in the Library of the House.
Turning to the instruments themselves, I shall start by providing some background. The three instruments make corrections to several pieces of EU and domestic legislation covering rail safety in Great Britain, and rail safety, train driver and operator licensing, access and management, and cross-border rail workers’ rights in Northern Ireland.
First, the GB rail safety instrument will make technical corrections to the Railways and Other Guided Transport Systems (Safety) Regulations 2006 and the Railways (Access to Training Services) Regulations 2006. Those sets of regulations, which transposed EU law, set out, among other things, the requirement to obtain the appropriate safety certificates or authorisations before operating vehicles or managing infrastructure on the railway in Great Britain. This instrument also makes corrections to EU implementing regulations that apply to the whole UK.
Let me turn to the two Northern Ireland instruments. Rail is a transferred matter for Northern Ireland. It has been agreed that, in the absence of a Northern Ireland Executive, the UK Government will be responsible for the necessary Northern Ireland EU exit legislation at Westminster. In preparing the instruments, officials from the Department for Transport have worked closely with their counterparts in the Department for Infrastructure in Northern Ireland.
The Railways (Safety Management) (Amendment) (EU Exit) Regulations (Northern Ireland) 2019 will correct deficiencies in the Railways (Safety Management) Regulations (Northern Ireland) 2006, which established the legislative regime for managing railway safety in Northern Ireland. The Railways (Amendment) (EU Exit) Regulations (Northern Ireland) 2019 will correct deficiencies in three key pieces of Northern Ireland rail legislation: the Railways Infrastructure (Access, Management and Licensing of Railway Undertakings) Regulations (Northern Ireland) 2016; the Train Driving Licences and Certificates Regulations (Northern Ireland) 2010; and the Cross-border Railway Services (Working Time) Regulations (Northern Ireland) 2008. Among other things, the first two of those sets of Northern Ireland regulations established a common regulatory regime for licensing and certifying train drivers and operators on the railways. The third set of regulations implemented rules on aspects of the working conditions of rail workers engaged in interoperable cross-border railway services.
The instruments will correct deficiencies in legislation as a result of the UK leaving the EU. The vast majority of the corrections are minor and technical, such as removing the term “Member State”. It is important to emphasise that the GB instrument will preserve the status quo, including the requirements and procedures for obtaining safety certificates and authorisations, as well as requirements for rail operators to establish and maintain common safety management systems. The Government’s highest priority is to maintain safety and a highly effective safety regime—one of the safest in Europe. The regulations are important to secure that regime.
The GB safety regulations will remove certain requirements placed on the Office of Rail and Road to share information with the European Union agencies for railways. However, there will be a power for the Office of Rail and Road to provide certain safety information to EU bodies, so we can continue to contribute to a safer European railway. Safety certificates issued in European economic area member states will continue to be recognised in Great Britain after Brexit. It is the Government’s intention to lay a second instrument that will limit that recognition to a two-year transitional period after exit, or until the relevant certificates expire, whichever is the sooner. That is consistent with previous rail EU exit instruments, which have introduced a similar recognition period for train driver and operator licences. It strikes a balance between allowing for a reasonable transition period and making greater control over the rail safety network possible.
The equivalent regulations for railway safety in Northern Ireland will mirror the GB safety regulations, with the exception that Northern Ireland institutions have no plans to introduce a two-year recognition period for EEA licences and certificates, recognising the greater role of cross-border services in Northern Ireland. Those documents will be recognised indefinitely in Northern Ireland, to make possible the continued recognition of licences and certificates issued in the Republic of Ireland.
As well as making minor changes, such as the removal of references to member states, the Railways (Amendment) (EU Exit) Regulations (Northern Ireland) 2019 will preserve the status quo for rail operations in Northern Ireland. In short, that means that operators and train drivers in Northern Ireland will have clarity and confidence about the regime.
It should also be noted that the EU has adopted a regulation that will provide a temporary extension to the validity of authorisations, certificates and licences required to run cross-border services. That contingency is applicable for nine months in the event that the UK leaves the EU without a deal in place, and supplements the extensive efforts already made by Government and rail operators to secure those important services.
The changes made in the regulations are necessary to ensure that the legislation covering railway regulation, including our important, effective rail safety regime, operates correctly when the UK leaves the EU. They provide certainty, clarity and confidence for the rail industry and passengers. I hope that the Committee will agree that those are important. The regulations preserve the status quo.
Ms Ghani
I thank the Committee for its consideration of the regulations, which will ensure that rail operations in the UK can continue as they do now, providing certainty, clarity and confidence to business. I will respond to the points made, but I must put it on the record that the Government’s motivation is to ensure that we continue to have one of the safest railways in Europe.
I was asked why this process was not completed sooner. The instruments make technical corrections to a complex and significant body of domestic, secondary and EU-implemented legislation, which has evolved over several years. The GB and Northern Ireland safety regulations refer to each other and must be considered together. That adds a further layer of complexity. The regulations have had to be prepared in tandem to ensure that they work together effectively. To achieve that, it has been necessary to work closely with the Northern Ireland civil service on a provision-by-provision basis, which, as hon. Members will appreciate, has been a considered process and could not have been rushed.
Concerns have been raised given that no deal may have been ruled out, but the default of extending article 50 and not having a deal is no deal. It is absolutely right that we are doing everything we can to provide certainty to the sector, and ensuring that we remove any risk.
The hon. Member for York Central raised a very important and valid point about information sharing, to which I must respond. We expect to continue to share information that might have an impact on rail safety, because it is of mutual interest to the UK and the EU. The UK will retain access to the vast majority of information on the relevant EU rail documentation, which is publicly available on the European railway agency database of interoperability and safety, or ERADIS, and stored and arranged in each member state. The UK will still be able to request the information and we would not expect EU member states to withhold it, as it is in the interests of all parties, safety authorities and train drivers not to do so. We are absolutely determined to keep up our record on rail safety.
Another question posed was how we can continue to co-operate. We encourage the UK industry to participate in agency working groups where possible. We understand that the Rail Safety and Standards Board is already exploring arrangements for future co-operation. The Government are fully committed to maintaining high standards on our railways, and leaving the agency will not reduce standards. We are proud of our excellent safety record, which is one of the strongest in Europe.
Some very important points were raised on cross-border services. We are entirely committed to supporting the continued success of the tunnel for rail freight and passenger services, and we want to see them grow in the future. The Government have been actively engaging with a range of European counterparts to ensure that arrangements are in place for the continuation of cross-border rail services, both for passengers and for freight, once the UK leaves the EU. Those discussions have been constructive and productive, and include consideration of arrangements that would be needed following any implementation period, as well as preparations in the event of a no deal. We are fully confident that these arrangements can be agreed, as it is in the mutual interest of the UK and other countries involved to maintain the continued smooth operation of the services.
Very important points were raised about the island of Ireland. With support from DFT officials, the Northern Ireland civil service has been working to ensure that arrangements are in place to ensure the continued smooth function of the Enterprise service. The necessary arrangements are in place to ensure that the cross-border service continues as now from exit day, once again maintaining standards. I want to put on the record that we have one of the safest railways in Europe, and these SIs are about maintaining the status quo. Given the importance we already attach to railway safety, it is in no way appropriate to assume that we would ever add any risk to it once we are out of the EU.
In the event of a no deal, we would become a third country. We expect to continue to share information and to have strong working relationships and standards.
Rachael Maskell
I thank the Minister for responding to my questions. Could she confirm that the Government do not intend to diverge from the standards set across the European Union, particularly in the light of the 2019 directive and the regulations that could result from it?
Ms Ghani
We have to adopt the EU regulations that are in place now. Given that we have such a high record, there is no doubt that our experiences are shared with Europe. Throughout the transitional period, we will have to pick up legislation. We are talking about reciprocating what is already in place in case of a no-deal situation.
A very important point was raised on co-operation and consultation. The consultation took place, and workshops were attended by passengers, freight operators, leasing companies, certification bodies, the Rail Industry Association, the Rail Delivery Group and the Private Wagon Federation, among other organisations. Everybody is keen for us to have that legislation on our statute books. The ASLEF union was invited to our stakeholder workshops; I understand that it did not attend, but it has good engagement with the Department. All have acknowledged that they want clarity, and they want these SIs delivered.
I hope I have responded to all the points. If not, I will write to hon. Lady in detail. I commend these regulations to the Committee.
Question put and agreed to.
Railways (Safety Management) (Amendment) (EU Exit) Regulations (Northern Ireland) 2019
Resolved,
That the Committee has considered the Railways (Safety Management) (Amendment) (EU Exit) Regulations (Northern Ireland) 2019 (S.I. 2019, No. 825).—(Ms Ghani.)
Rail Safety (Amendment etc.) (EU Exit) Regulations 2019
Resolved,
That the Committee has considered the Rail Safety (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019, No. 837).—(Ms Ghani.)
HS2: Buckinghamshire
Nusrat Ghani Excerpts(5 years, 6 months ago)
Commons ChamberRead Full debate Read Hansard Text Read Debate Ministerial Extracts
Mr Speaker
Order. I gently point out at this stage that the question is narrowly about Buckinghamshire; it is not the occasion for a general debate about HS2. I will consider the Minister’s reply in making a judgment about whether it has been broadened, but at this point it is narrow.
The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)
Completing HS2 is Government policy and is crucial to unlocking economic growth and improved productivity in the midlands and north. It is supported by Members on both sides of this House. I therefore have no intention of halting work on HS2 in Buckinghamshire or elsewhere. There are already 7,000 people and 2,000 businesses working to deliver the HS2 project, and early works are well under way. Once HS2 Ltd has reached agreement with its suppliers and the Government are satisfied about both affordability and value for money, we will make a full business case for phase 1. This will inform notice to proceed, which is the formal contractual process that enables each phase 1 supplier to move from design and development to construction. Notice to proceed is scheduled to take place later this year. The works that are now taking place are necessary to enable the construction of HS2 to move forward in accordance with the programme, following notice to proceed.
We are aiming for HS2 to be one of the most environmentally responsible infrastructure projects ever delivered in the UK, and managing its impact on the environment during construction is a high priority. HS2 will deliver a new green corridor made up of more than 650 hectares of new woodland, wetland and wildlife habitats alongside the line. More than 7 million new native trees and shrubs will be planted, to help blend the line into the landscape and leave a lasting legacy of high-quality green spaces all along the route. It will include more than 33 sq km of new and existing wildlife habitat—an increase of around 30%, compared with what is there now. Many of the early works that are now taking place on HS2 are activities aimed precisely at creating this environmental legacy. They are being done now to ensure that they become fully established as early as possible, alongside construction of the railway.
Dame Cheryl Gillan
The notice to proceed for HS2 has again been delayed, I believe until December. In the meantime, enabling works continue to blight large parts of the county, and this error-ridden project is costing our local authorities more and more. The situation is critical, with the area of outstanding natural beauty suffering irreparable environmental damage from preparatory works, rather than the “legacy” the Minister just referred to, and the costs spiralling out of control, when this project could well be cancelled. Indeed, millions are being spent on consultants to try to reduce the costs, which will in all likelihood result in failure to deliver on environmental protections and promises.
Already hedgerows have been netted or removed, machinery has been brought in to remove mature oak trees, country road verges have been destroyed by HGVs, massive ugly earthworks have appeared at our prime tourist sites, construction worker camps are surrounded by prison-like barriers, and there is the horror of the depopulated areas where homeowners were forced to sell to HS2.
It is almost impossible to hold this monster to account. Written questions are answered so poorly that I have to submit freedom of information requests to elicit basic information. I want some straight answers today. Why is only a junior Minister with other responsibilities in charge of the largest infrastructure project in Europe, which costs more than Brexit? Surely it should have its own Minister, if not its own Department. In her written answer today and in her statement just now, the Minister gives the impression that the entire decision on the go-ahead of this project comes from her. Will she be the sole Minister responsible for issuing the notice to proceed?
Why has the cost of HS2 not been updated since 2015, and what are the actual costs at today’s prices? What is the latest evaluation of the cost-benefit analysis, and why has that not been done already? When will the Treasury review be completed, and will a full report be published? Is the delivery of HS2 still being flagged with an amber-red warning, and how regularly is Cabinet updated on this project? Has HS2 applied for and received all the environmental licences and permissions required to carry out this environmental vandalism in Buckinghamshire?
What level of control and monitoring does the Secretary of State exercise over the awarding of contracts and the finances, and if he does have a level of control, why has £1.7 million that was paid out in unauthorised redundancy payments not been recovered or any director held to account? What would it cost to cancel the project now? Why, with so many doubts and unanswered questions, will the Government not agree to a perfectly reasonable request from Bucks County Council to have a six-month pause to do a total re-evaluation of this project, which has already blown its timetable and its budget before it even has the go-ahead?
Mr Speaker
The Minister’s use of the words “along the route” in her initial reply has somewhat widened the scope, which is no doubt music to the ears of the hon. Member for Stone (Sir William Cash), the hon. Member for North West Leicestershire (Andrew Bridgen) and, to judge by his grinning countenance, the hon. Member for South Dorset (Richard Drax).
Ms Ghani
My right hon. Friend has posed a number of questions, which I will do my best to get through. She has expressed her disappointment that I am not the Secretary of State, but I am indeed the Minister responsible for this project. Not only is the project this Government’s policy, but it was in the Conservative party’s manifesto as well as in the Labour party’s manifesto. It is absolutely right that the Minister responsible for the project continues to undertake to ensure that it stays on track.
This is a good opportunity to remind the House why HS2 is so important. It is indeed a national project, and it is the largest infrastructure project in Europe. It will connect eight of our 10 biggest cities, connecting half of our country’s population, so every Member of Parliament in this place will have constituents who are positively impacted by HS2. It will create thousands of jobs directly and over 100,000 jobs indirectly, and the net positive for our economy will be well beyond £94 billion over its lifetime.
We always talk about investment in our rail network and why we need to have extra capacity when it comes to HS2, but demand on the west coast line has increased by 190% since 1995 and we are close to being unable to add any more seats or trains. People often stand the whole way on long-distance journeys, and while delays are less frequent than in the past, we need a solution, and HS2 provides that solution. It is supported by a number of leaders up and down the country, but particularly in the midlands and the north, who often comment not only to the media but to me that they are quite fed up about people in the south commenting on what is needed in the north.
My right hon. Friend wanted to know about the notice to proceed. The notice to proceed is the point when HS2 Ltd instructs its main works civil contractors to begin construction of the phase 1 railway, as set out in the HS2 development agreement, which was in the Bill that went through in 2017.
My right hon. Friend talked about the impacts on Buckinghamshire, and she has been a very passionate campaigner for her constituency. I understand that her constituents will be feeling some of the impacts of HS2’s construction, but the enabling works are absolutely crucial, especially when it comes to the environment. The early works are necessary to enable the construction of HS2 to proceed in accordance with the programme once notice to proceed is given. The existing programme of enabling works includes habitat creation, tree planting, ground investigation, the construction of work compounds, road improvements and utility diversions. This existing programme of enabling works has not changed, and it is the backbone of ensuring that further environmental mitigation can take place, which is why enabling works are so crucial. My right hon. Friend will know, because we have often talked about this, that HS2 is seeking to achieve no net loss in biodiversity across the route of the new railway.
My right hon. Friend also talked about the particular impacts in her constituency, and she has been a staunch campaigner on behalf of Buckinghamshire, which we know will be impacted by the line. A large section of the subsurface route, in the form of the 24 km Chilterns tunnel, has already been put through the hybrid Select Committee process. Furthermore, £3 million has been provided for the Chilterns area of outstanding natural beauty, and there are the £5 million woodland fund, the £30 million road safety fund and the £40 million community and environment and business and local economy funds. Buckinghamshire has already received over 30% of all the awards it could be afforded.
HS2 is a large infrastructure project—there is no denying that—but it is absolutely vital if we are to focus on smashing the north-south divide and provide opportunities for people who live beyond London and the south-east. It is and will be the most important economic regeneration project for a generation, and it is absolutely right that parliamentarians commit to long-term infrastructure projects that reflect the needs of our country.
Rachael Maskell (York Central) (Lab/Co-op)
The last three years of political turbulence should have taught the Government that politics has to change. The diktats from Westminster must be replaced by co-production with communities, listening to what they are saying. It is unbelievable that, yet again, the Secretary of State has failed to make it to the Dispatch Box.
Week by week, we hear of the spiralling costs of HS2, and in a week when Labour is declaring a national climate emergency, it is clear that the full carbon and environmental cost of HS2 will be deeply damaging across Buckinghamshire, not least to the irreplaceable Chilterns, if the connectivity, route and infrastructure are not refocused. It is not the concept of the project that is wrong, as urgent capacity is needed to secure a significant modal shift from cars and HGVs to passenger and freight lines, but the governance of HS2 must be overhauled and fully integrated into the network enhancements programme. Labour aspires to high speed rail, which has to have a focus on interconnectivity to facilitate investment and economic growth in the northern cities and to compete with the internal flight market, thus becoming a sustainable alternative. However, the right hon. Member for Chesham and Amersham (Dame Cheryl Gillan) is right to scrutinise the Secretary of State’s handling of the project.
Why is the Minister proceeding before a full business case, the skills capability and the real cost have received further scrutiny in the light of evidence that these measures have changed? What discussions has she had with the National Audit Office and the Transport Committee over the widely held concerns expressed over HS2 costs and environmental impact? Does the Minister believe, as has been argued by the Tory leader of Buckinghamshire County Council, that ultra-fast broadband replaces ultra-fast rail? That certainly shows a lack of understanding in the Minister’s party of the transport and economic needs of the north. Finally, will the Minister revisit the route plans to ensure that connectivity opportunities are maximised by this project?
Ms Ghani
Given how much playing of politics there was in that statement, one could forget that the Labour party actually supports HS2. In his “game changer” speech, the shadow Secretary of State for Transport spoke about its importance.
Before I go on to answer questions, we must remind ourselves that it is absolutely right that we do not focus only on what is required here in London and the south-east. In case they need reminding, I will tell shadow Front Benchers what Andy Burnham said recently:
“We don’t need London commentators telling northern leaders what we need…We need HS2”.
He—[Interruption.] If Opposition Front Benchers support northern Labour leaders, some support at the Dispatch Box, and when other opportunities arise, for the most important infrastructure project of our lifetimes is absolutely key.
I remind the House that Judith Blake, leader of Leeds City Council, said that HS2 is
“the opportunity to transform the prospects for the north—perhaps a once in 200-year opportunity.”
I know you take a close personal interest in HS2, given your constituency, Mr Speaker. You may be aware that the all-party parliamentary group on the northern powerhouse, which includes more than 80 MPs, recently put out a statement about how important HS2 is to ensure that we smash the north-south divide.
When there are criticisms of HS2 and constituents’ queries are not dealt with, it is absolutely right that we hold HS2 to account. Some individuals have to deal with the difficult impact of the line going near their homes. I am challenging HS2 repeatedly and will continue to do so. If any hon. Members have cases that have fallen short, I apologise, and I will be more than happy to hold further meetings.
As I mentioned earlier, this is one of our largest infrastructure projects and it will connect half of our country’s population. To adapt the motto of the Labour party, this line is for the many and not for the vested interests of the few who want to play politics with this important infrastructure project.
Sir William Cash (Stone) (Con)
I am mindful of your own constituency, Mr Speaker, and I congratulate my right hon. Friend the Member for Chesham and Amersham (Dame Cheryl Gillan) on her submissions just now. I simply want to ask the Minister this question. Does she think that this monstrous waste of money, which gives no benefit whatever to my constituents in Staffordshire, has been justified? Secondly, has she read the report commissioned by Mr Trevor Parkin and other constituents of mine, and written by Mr Michael Byng? It has completely exposed the unutterable waste of money that the project represents. Will she please take note of these representations and do what I understand some members of the Cabinet are doing? They are saying that they have had enough of the project.
Ms Ghani
My hon. Friend has worked tremendously hard on behalf of his constituency, and I think him for his question. He has been disappointed by some of the behaviour of HS2 Ltd and by the fact that some of his representations have not been favoured. I recognise all his work to represent his constituency, but unfortunately I do not agree with him. This project is incredibly important for the future of our country.
We cannot lament that we do not build long-term infrastructure projects or invest in our country for future growth, while at the same time not having confidence in vital projects such as HS2. It is not about decreasing journeys, even though that is absolutely key, but about bringing communities together, spreading wealth and job opportunities, and increasing capacity for both freight and people. We do not want everyone to assume that once they have finished their apprenticeship or job they have to get to London and the south-east to secure work. We need to ensure that companies move out of London and the south-east to Birmingham and other points on the line. That will create opportunities for everyone along this route.
Yvette Cooper (Normanton, Pontefract and Castleford) (Lab)
Does the Minister understand that there is real frustration in towns across the country that the Government are putting billions of pounds into an ever-escalating budget for a rail project to connect cities, while at the same time huge numbers of towns, including in my constituency, have rubbish train connections and cannot even get investment for the additional carriages we need, never mind rail route upgrades? Will she undertake to provide a breakdown from her Department of the amount of capital rail funding going into projects for cities and the amount of money going into projects for towns?
Mr Dominic Grieve (Beaconsfield) (Con)
I have sympathy for the Minister as a junior Minister being handed what looks increasingly like a poisoned chalice. I am also sympathetic to the fact that we cannot have an infrastructure project without environmental consequences. But does the Minister not understand that there is mounting disquiet about two things that are linked? First, the conduct of this project by HS2 is a shambles. It is particularly shambolic in its relations with local communities and in the fact that it takes a cavalier approach to any sort of engagement, including in closing down a nature reserve on the edge of my constituency and that of my right hon. Friend the Member for Ruislip, Northwood and Pinner (Mr Hurd) without any warning or notice at all.
Meanwhile, the costs escalate. I ask the question that my hon. Friend did not answer: is HS2 still being flagged as an amber-red warning? All the evidence suggests that the cost-benefit analysis is just not there. If that is the case, that should be of great concern across the House. My hon. Friend says we should keep politics out of it, but, forgive me, this is actually what politics is about: our collectively in this House paying some attention to whether public funds are being properly spent or not.
Ms Ghani
I have not been mansplained to at the Dispatch Box before, but here we are. I am indeed the Minister responsible for this project, and I was passionate about HS2 before I was given the portfolio. I may be a Member of Parliament for the south-east, but I grew up in Birmingham and HS2 just cannot come fast enough for us in the midlands. I do not know what to say to my right hon. and learned Friend about his comments. There is only one budget for HS2, and we will ensure that we can stick to that budget. That is why it is so important to get the business case together: not only to ensure that the costs are covered, but so that we can assess the positives it will bring to our economy. As I mentioned, the notice to proceed will be made public later in the year.
I understand my right hon. and learned Friend’s frustration about some of the conduct by HS2 Ltd and any upset it may have done to his community. Since I have been Minister, I have insisted on an increase in community engagement managers and that they are appropriately embedded in their community. When cases are brought to my attention, I challenge HS2. We also have a residents’ commissioner to undertake any concerns. It is unfortunate when a project this large is undermined by the behaviour of a few who do not appropriately manage relationships locally. As I said, when it has an impact on a Member’s constituency it is difficult for them to see the greater good it will do not only for that area but for the rest of the country.
Mr Jim Cunningham (Coventry South) (Lab)
Like the right hon. Member for Chesham and Amersham (Dame Cheryl Gillan), I have opposed HS2 from its inception; I recognise that she has been a sturdy fighter against it. I notice that the Minister has not answered questions on the total cost. She talks about the midlands benefiting from HS2, but Coventry will certainly not, because it will bypass Coventry. She says it will be a vehicle for ordinary people, but we do not actually know the train fares yet. Train fares on the west coast main line are very expensive to ordinary members of the public.
Ms Ghani
The train fares will be assessed and brought forward at the most appropriate time. We want this line to be accessible to everybody, and because thousands of people will travel on the line, we have to ensure that the fares are appropriate, as they will be. This line will be incredibly important, including to the midlands. I held a series of roundtables for midlands chambers of commerce, with one recently saying that it would be appalling if HS2
“were used as a political football…It is a key piece of national infrastructure at a time when we need to be showing something positive to the world.”
Andrew Bridgen (North West Leicestershire) (Con)
HS2 is a white elephant that grows ever larger on huge amounts of taxpayers’ cash. Back in 2013, when the project was unveiled, I predicted to the then Secretary of State that its cost would spiral to £100 billion, and he laughed. He was quite right to laugh, because if it is completed it will clearly cost far more than £100 billion. Does the Minister agree that the best thing to do is to scrap this project, lifting the blight from the lives of hundreds of thousands of people who live along the route, and split the original budget between link improvements in the midlands and the north, such as reopening the Ivanhoe line in north-west Leicestershire?
Ms Ghani
HS2 has one budget: £55.7 billion. Constant speculation around the budget undermines confidence in a project that we should be proud of, considering the positive impact it will have on our communities. Tickets will be on sale several years from now, when the line is up and running. I do not doubt that, when the line is up and running, nobody will talk about this moment right here and now when every element of the project is being constantly undermined. It is not a white elephant. It is creating capacity, reducing journey times, creating jobs and increasing productivity. It is a project that we should be proud of.
Catherine McKinnell (Newcastle upon Tyne North) (Lab)
The Government need a clearly funded plan for HS2, to make sure that it benefits communities in the north, rather than disadvantaging them. When will the Government accept that, without infrastructure investment on the east coast main line, the HS2 project’s second phase risks exacerbating the current capacity constraint and low speeds by increasing the number of trains on this already stretched line? Will the Government confirm when the east coast main line will receive investment, to make sure that it is ready for HS2? That could have the intended benefit of bringing together the north and the south, rather than making the north further away.
Ms Ghani
This project is to bring together north and south and east and west; we cannot have HS3, or any other name that they want to give an east-west line, without HS2. There is only one budget—£55.7 billion. The Minister with responsibility for trains has said that there is substantial investment in the east coast main line. The hon. Lady talked about wanting to increase capacity, and that is exactly what HS2 will do.
Victoria Prentis (Banbury) (Con)
As you know, Mr Speaker, our constituents also feel that they are being trampled under the great white elephant of HS2. My question relates to the difficulty I have in getting straight answers out of HS2 Ltd. I had a meeting in my office on 1 April in which I am afraid I was slightly bad-tempered, which is not my normal manner; I apologised, but this gets right under our skin. I have had no follow-up from that meeting, although I was promised real information. I echo the calls of my right hon. Friend the Member for Chesham and Amersham (Dame Cheryl Gillan), because we need to pause this project while we get answers to important environmental questions.
Ms Ghani
If my hon. Friend was indeed enraged, all I can say is it will have been a very good meeting. I am sure HS2 will be listening to our exchanges. I know that a meeting took place on 1 April. I had hoped it would be productive. If it has not been, I will hold a meeting with her and work out what we can do to take this matter forward. She has some challenging cases to deal with and has made really good representations to me and HS2 Ltd. It is because this project will have an impact on the environment that we are doing everything we can to mitigate it, from planting over 7 million trees to ensuring no net loss in biodiversity, which are all things she is passionate about.
Matt Western (Warwick and Leamington) (Lab)
I thank the right hon. Member for Chesham and Amersham (Dame Cheryl Gillan) for securing this urgent question. I have had a conversation with her and the right hon. and learned Member for Beaconsfield (Mr Grieve) about this project. We have seen significant cost overruns with Crossrail, so there isn’t one budget, is there? There is a significant over-budget. If the Chief Secretary to the Treasury, who I would say is the finance director of the project, says we should probably cancel it, perhaps we should be listening—unless, of course, that is about her ambitions in the forthcoming Conservative party leadership contest. Tomorrow, I have a meeting with the managing director of Chiltern Railways, who suggests we should consider increasing capacity on existing track and additional track on the existing line. Would that not be a better use of the budget?
Ms Ghani
I am not sure who in the Treasury the hon. Gentleman was referring to, but I remind him that HS2 is a key priority of the Government and a manifesto commitment of the Conservative party, as it is of the Labour party. We are in peculiar political times, and I do not want to see one of the most important infrastructure projects of our lifetime being kicked around like a football. It is a long-term project, and it is important that we stay committed to it and ensure it remains on budget and on track. He mentioned a meeting with Chiltern Railways. I have just been reminded by my hon. Friend the Rail Minister that over £48 billion will be spent in control period 6.
Martin Vickers (Cleethorpes) (Con)
The Minister spoke in her opening remarks about the economic benefits to the midlands and the north, and it is because of those benefits that I have up until now supported HS2, but she will realise that benefits in 15-plus years’ time are a hard sell to passengers whose daily commute is being blighted. Would she consider rescheduling a project that is almost certainly going to overrun anyway and releasing some additional funding in the immediate future to improve local services and boost the economy of the north by, for example, providing additional freight capacity between the Humber ports and the west coast ports?
Ms Ghani
We are committed to funding railways in the north. My hon. Friend mentions investment around the ports, and he will see the work I have undertaken with Maritime 2050 to encourage investment in infrastructure and research and evaluation around maritime that will benefit his community. He makes a valid point. The project has taken a long time to get to this point—never mind the first scheduled trains—and as a long-term project it requires solid commitment from Ministers and Members of Parliament. If we are ever to undertake programmes of work that are truly transformative and long-term, we will have to show commitment over a long period. If £94 billion is returned to the economy and 100,000 jobs are created, it will play some part in regeneration in his community as well.
Alec Shelbrooke (Elmet and Rothwell) (Con)
I have always supported this project—it will come through my constituency, but the benefits to my constituency will be huge in terms of jobs created, the rolling stock depot and various other aspects—but there is a problem. We were supposed to vote on phase 2b of the route in 2019, but that has been pushed back and back. My constituents near to the route are getting no answers or timeline and are having to battle tooth and nail to get compensation from HS2. I urge my hon. Friend to tell HS2 that its community engagement does not do what it says on the tin. I have met HS2 several times and pointed out areas of the route that need improvement, and every time I have another meeting, it is like the last one never happened. More importantly, in meetings with my constituents, it is also like the last one never happened.
There are two problems that I think my hon. Friend needs to address. First, the time overrun is costing money, and secondly, the engagement with my constituents is not working properly. Can we learn the lessons from what is going on with phase 1—I hope that that keeps me in order, Mr Speaker—to ensure that we do not go through this process again when we reach phase 2?
Ms Ghani
I absolutely take on board my hon. Friend’s frustration. He has already made a number of representations to me and to the Secretary of State. HS2 Ltd must get better. I am hearing that at the Dispatch Box, and HS2 will be hearing it too. HS2 must improve its community engagement: it must ensure that the community engagement managers are working effectively and in a timely fashion, and ensure that answers are given to the questions that are being posed. I do not think it is fair that Members of Parliament are having to make representations on behalf of their constituents. HS2 should be sorting out the issues so that they do not even reach MPs’ surgeries, and I shall be taking that back to it as well.
I know that my hon. Friend—a bit like me—wants the line to come as soon as possible, but there was a slight delay to ensure that we were considering Northern Powerhouse Rail. He may remember that there was also an election, which took up a substantial amount of time.
Richard Drax (South Dorset) (Con)
If I recall correctly, HS2 was an unaffordable electoral carrot offered by Mr Blair and, I believe, Lord Adonis initially. It is regrettable that the Conservative party has taken it up, because it is unaffordable. May I suggest that the money that we have would be better spent first on upgrading the lines that we have, and then, if necessary, on expanding capacity by putting down new lines next to the existing ones, thereby reducing the impact on the countryside et al? In particular, of course, we would like a bit more money to be spent down in Dorset, please.
Ms Ghani
I feel slightly nervous about answering my hon. Friend’s question, because I have failed to turn up at a number of events in his constituency, and I am worried about the reception that I shall have at my next meeting there.
Let me remind my hon. Friend that investment in the lines in his area is already taking place. This is not an either/or project: we need to continue to invest in our traditional rail network. He referred to events in the past. I was not here at that time, but my job as a Minister is to ensure that we make the right decisions for the future. The impact that this project will have on our communities and on growth means that it is a very good project for us to support.
Access for All
Nusrat Ghani Excerpts(5 years, 7 months ago)
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The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)
Improving access to Great Britain’s railway stations is a key priority for this Government and we want all passengers to be able to travel easily and confidently. The Department’s Access for All programme is critical to delivering this; the programme has already delivered an accessible, step free route at more than 200 stations, as well as smaller scale accessibility improvements at more than 1,500 others.
The “Inclusive Transport Strategy”, published on 25 July 2018, included a commitment to extend the Access for All programme, announcing an additional £300 million of funding from the public purse. Our approach is to work with transport operators and partners to target investments where they are needed most and where they can deliver the greatest impact. This funding will enable us to deliver accessibility improvements at more stations across the rail network, and allow us to proceed with the station enhancements that were deferred from Control Period 5.
In total 73 stations are set to benefit from this funding. This is in addition to the 24 station projects that are ongoing. The selected stations will, subject to a feasible design being possible, receive an accessible route into the station, as well as to and between every platform.
The new stations due to be upgraded from this funding are listed below. They have been selected following nominations from the rail industry, which engaged with local authorities and other stakeholders. We then assessed them against annual footfall, weighted by the incidence of disability in the area, and also took account of local factors such as nearby hospitals and the availability of third party funding. Due consideration was also given to the preferences of the train operating companies and, finally, a number were chosen to ensure a fair geographical spread across the country.
Abergavenny
Anniesland
Beaconsfield Station
Biggleswade
Birkenhead Park
Bridlington
Broad green
Caerphilly
Catford
Chalkwell
Chorley
Cricklewood
Crowborough
Cray
Cwmbran
Daisy Hill
Dumfries
Flint
Hackney Downs
Handforth
Herne Bay
Hertford North
Hillside
Hunt’s Cross
Irlam
Isleworth
Johnstone
Kings Langley
Leatherhead
Ludlow
Menston
Mill Hill Broadway
Port Glasgow
Retford
Selby
Shotton
Smethwick Rolfe Street
St Erth
St Michaels
Stoneleigh
Stowmarket
Tenby
Todmorden
Uddingston
Wandsworth Town
Wellington
The stations deferred from Control Period 5, which will now be progressed are:
Alfreton (Parkway)
Barnes
Barry (Town)
Battersea Park
Cathays
Chatham
Garforth
Grays
Hither Green
Liverpool Central
Llanelli
Luton
Market Harborough
Northallerton
Peckham Rye
Petts Wood
Queen’s Park
Seven Sisters
Southend East
St Mary Cray
Streatham
Theale
Trefforest
Walton-on-Thames
Warwick
Weston-Super-Mare
Worcester Shrub Hill
All work at the stations is due to be completed by the end of March 2024.
In addition to these significant upgrades, we intend to use £20 million of the funding to re-launch the Mid-Tier Access for All programme. This will be focused on stations where accessibility improvements can be delivered with between £250,000 and £1 million of government support. We will be seeking nominations for this funding in due course.
All of the work carried out by Access for All comes in addition to access improvements that the industry is required to deliver as part of other projects or renewals of station infrastructure.
Together these measures will make a real difference to people’s lives, opening up access to leisure and employment for disabled rail passengers as well as making it easier for those with heavy luggage or children in buggies to use the network.
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Maritime and Coastguard Agency Business Plan
Nusrat Ghani Excerpts(5 years, 7 months ago)
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The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)
I am proud to announce the publication of the Maritime and Coastguard Agency’s (MCA) business plan for 2019-20. The MCA does vital work to save lives at sea, regulate ship standards and protect the marine environment. The agency does not just affect those working on the coast or at sea, it upholds the legacy of our great maritime nation.
The business plan sets out:
the vision for a future aviation strategy, including the next phase of helicopter contracts;
improvement to the already first class HM Coastguard; and
the next phase of the survey and inspection transformation programme.
At the international level, MCA will work alongside the Department and with the input of other Government Departments to represent the UK’s interests at the International Maritime Organization, and at other relevant bodies.
Domestically, MCA will continue to work collaboratively to grow the maritime sector in the UK so that it continues to contribute positively to the economy. They will also provide a valuable contribution to the delivery the ambitions set out in “Maritime 2050” and its accompanying route maps.
This plan allows service users and members of the public the opportunity to see how the agency is developing and using new technologies to improve its services and performance.
The key performance indicators will assess how the agency is performing in operating its key services, managing reforms and the agency finances throughout the year.
The business plan will be available electronically on gov.uk and copies will be placed in the Libraries of both Houses.
The attachment can be viewed online at:
http://www.parliament.uk/business/publications/written-questions-answers-statements/written-statement/Commons/2019-03-28/HCWS1459/.
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