High Speed 2 (Heathrow)

Debate between Theresa Villiers and Lord Walney

Tuesday 17th July 2012 Westminster Hall

[John Woodcock]

That, I know, is a continuing and important longer-term issue for High Speed 2. Every time it is raised it is incumbent on us all to stress that even the first phase, as it is currently set out, would reduce journey times to Scotland. Obviously the further north the high-speed line goes, the faster those journey times will be, which we all want.

A western link would provide welcome improved connections, as will the commencement of Crossrail in 2018; but if Heathrow is to function better as a major national airport it needs national connectivity. The airport currently has 70 million passengers a year. Whatever decisions are eventually made on south-east expansion—if they are made—Heathrow will remain dominant for the foreseeable future. Yet for much of the country, it is cosmically hard to access, at present, except by car or a domestic flight. To take the example of my constituents in south Cumbria, there are many business or holiday destinations to which only Heathrow offers a direct flight, and if people want to avoid a five-hour drive and hefty parking charges they consider taking the train. However, they find that that will take just as long and will require four changes, which is not much fun for people with a lot of luggage, those with a young family, or people who have limited mobility. Instead, many take a domestic flight from Manchester, at financial and environmental cost, or they fly via a European hub airport.

High Speed 2 could help to solve that problem and significantly strengthen Heathrow as a truly national airport. Linking Heathrow into HS2 at the earliest possible opportunity would allow for faster, far better integrated journeys between the airport and various northern destinations. Connecting Heathrow would, as has been well explained in several speeches today, make it possible to boost the economies of the regions, reduce road congestion and cut short-haul flights, and, in doing so, begin to address Heathrow’s chronic capacity problem. We deeply regret, therefore, that Ministers have chosen to reject Labour’s call for the first phase of HS2 to run via Heathrow. Instead, they have opted thus far for an expensive branch line, which it appears will not even be legislated for as part of phase 1 and will not be built until an unspecified future date. Can the Minister provide any more clarity on that point?

An Old Oak Common interchange with Crossrail would indeed make for an easier journey to Heathrow for many people; but it is no substitute, as has been explained today, for a through train. As the hon. Member for the Cotswolds eloquently explained, the sad thing is that the Minister used to get that. If she does not mind, I shall quote her. In March 2010, just before the general election—how things change—she told the House of Commons that

“the idea that some kind of ‘Wormwood Scrubs international’ station is the best rail solution for Heathrow is just not credible.”—[Official Report, 11 March 2010; Vol. 507, c. 451.]

Hear, hear: but just two years on, that is exactly what the Minister proposes—at least until 2033. Why the volte face? Will she take this opportunity to condemn the potentially deeply damaging briefings from somewhere in Government, suggesting a wobble on the entire project? If she is not wobbling, it is important that she should say so now, and I am delighted to give way.

[Mrs Villiers]

There is no wobble on this project. HS2 is going ahead.

[John Woodcock]

The Minister is not for wobbling and we are very pleased to hear it.

Any aviation strategy—and it would be nice to have one—must have as its starting point maximising the efficiency of the capacity that already exists. It is far better to use a slot to land 600 passengers from Beijing than 200 from Manchester. Ministers are right to cite, in their recent document, the potential for code sharing to promote through tickets from international flights to trains; but the key to that success is that the high-speed train should stop at the airport, not several miles away. Further, as has been mentioned, an HS2 link into Heathrow could provide a connection to the existing line to the channel tunnel, raising the possibility of high-speed trains replacing hub flights to nearby European destinations.

There is still time for Ministers to reconsider their stance on HS2. The right hon. Lady knows that high-speed rail commands support across the House. It has the full support of the Opposition, and we are keen to work together to get the necessary legislation on the statute book and to get spades in the ground. However, we will continue to argue that Heathrow should be part of phase 1 of the scheme. A failure to connect Britain’s hub airport to its first domestic high-speed line would epitomise the failure to join up UK infrastructure planning—a failure in transport that has bedevilled the country for too long.

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[Mrs Villiers]

Yes. It depends on the circumstances. It is important to appreciate that a significant cost associated with tunnelling is the disposal of spoil. In certain instances, combining two tunnels might reduce the cost of such disposal, so tunnelling does not end up cheaper than doing something on the surface in every case. However, where we can get synergies between two different projects that reduce the cost of spoil disposal, we can deliver an overall reduction in cost.

On the route options, whether for western access to Heathrow via conventional rail or, in due course, the high-speed rail spur to the airport, we will seriously consider what is viable regarding tunnelling, just as we have done in relation to the rest of the HS2 route. It is too early to make the decisions because they are subject to consultation and further processes, but we will, of course, seriously consider that, given the areas through which the new lines would go.

In response to the question asked by the hon. Member for Barrow and Furness, if things progress smoothly, the new line giving western access to Heathrow could be operational by around 2020 or 2022. No final decisions have yet been made on timetables for direct trains, but we expect there to be through trains from destinations in the west, because that would be the better way to realise the benefits of the programme.

Our high-level output specification proposals, announced last week, to improve access to Heathrow from the west will complement our work on HS2, which we expect to provide greatly improved access to the airport from destinations in the midlands and the north of England. We are taking a phased approach to HS2.

In phase 1, when the London to Birmingham line is built, we want passengers from the west midlands, Manchester and other cities in the north to be able to connect as seamlessly as possible with the Heathrow Express at a new station at Old Oak common. Phase 1 is expected to open in 2026, and will include a direct connection to Birmingham airport. I welcome the interesting ideas proposed by my hon. Friend the Member for Milton Keynes South about how we might use that improved surface access to Birmingham to help the airport flourish and attract more aviation passengers, potentially from the south-east, given the improved rail access that HS2 will deliver.

Phase 2 will follow in 2032-33, when the HS2 line will be extended to Manchester and Leeds. A direct connection with Heathrow is planned as part of the second phase.

[John Woodcock]

Why has the Minister changed her mind? Has the Secretary of State for Transport just taken a different view?

[Mrs Villiers]

A huge amount of work has been done to analyse the options, including one of the biggest consultations ever undertaken in this country. I would be arrogant to ignore the results of that work and that consultation. I am absolutely convinced that the preferred route, which will be proposed in a hybrid Bill, is the right one, and I will explain why in due course.

[John Woodcock]

You have not said that you agree with it.

[Mrs Villiers]

I do agree with it. I give the shadow Minister my firm assurance that the preferred route that we are proposing, after the consultation and consideration of all the consultation responses, is the right one.

Civil Aviation Bill

Debate between Theresa Villiers and Lord Walney

Wednesday 25th April 2012 Commons Chamber

[John Woodcock]

As ever, my hon. Friend has made an excellent point, and the amendment presents an opportunity for such leadership to be shown.

[Mrs Villiers]

Perhaps I can illustrate that by reminding the House that as soon as the problem began to emerge, when the new EU rules were introduced, the former Secretary of State for Transport instructed airports to stop applying the EU rules and revert to the old rules until a trial was developed. He took decisive political leadership then, and we will continue to adopt that approach.

[John Woodcock]

The Minister is right to point out that action has been taken in this regard. The point that we are making today, with which I hope she will agree, is that some airports are still not applying sensitivity as we would wish them to do. That remains an issue, but we now have an opportunity to do something about it.

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[John Woodcock]

In our mind, there is no question at all that emergency provisions such as those introduced after the liquid bomb plot would be subject to parliamentary scrutiny, so I do not understand why the Minister is suggesting otherwise.

[Mrs Villiers]

I am afraid that that is how I interpret the new clause. There would be a serious risk that it would have that result, although I am pleased that the hon. Gentleman has assured the House that that is not the intended outcome. He will appreciate that that would be damaging to our efforts to keep people safe.

Rail Services from and to Scotland

Debate between Theresa Villiers and Lord Walney

Tuesday 20th December 2011 Westminster Hall

[Mr Russell Brown]

I thank the Minister for the information she has just given us. Is there a finite time for which that offer of money will lie on the table, after which she will need to say that it is no longer there? In her interaction with the SNP Government in Edinburgh, she will discover that they will prevaricate on a whole host of issues and that they tend to put one obstacle in front of another. Does she therefore have a finite time for how long that offer of money will lie on the table?

[John Woodcock]

Good question.

[Mrs Villiers]

That is a very good question. I am not aware that the Chancellor or the Department for Transport have set a time limit for the Scottish Government to respond, but rapid consideration of this important decision would be welcome, not least because of the support for sleeper services, which was mentioned by both hon. Members who have spoken. It behoves the Scottish Government to get a move on and make a decision on this. The Westminster Government have put their money where their mouth is in expressing support for the sleeper service and potentially allocating £50 million to support its long-term future. It is now for the Scottish Government to step up to the plate and decide whether they are prepared to match that funding or lose it.

Ultimately, the running of the sleeper service will be a decision for the Scottish Government, because it is part of the ScotRail franchise, which is devolved to the Scottish Government. Ultimately, Westminster will not take the decision. As I said, I recognise the concern felt north of the border about this proposal and others made by the nationalists in the Scottish Government. I hope the disadvantages of such proposals will be thoroughly considered when the Scottish Government ultimately decide whether to match the funding we have offered and include sleeper services in the upcoming ScotRail franchise.

The Government are committed to a range of other improvements on our rail network to support and improve cross-border services. As the hon. Member for Barrow and Furness (John Woodcock) said, the west coast main line was given a £9 billion upgrade under the previous Government to deliver faster and more frequent services. As he said, the delivery was somewhat painful for passengers, but real improvements have now started to be delivered. In addition, west coast passengers will benefit from 106 extra Pendolino vehicles, a number of which are already in operation, with the rest coming on stream over the next 12 months or so. The intercity express programme will provide a new fleet to replace the diesel 125 high-speed trains on services between London, Aberdeen and Inverness. It will also potentially replace the electric 225s on the east coast line if the franchise operator wishes to go ahead with that.

Significant improvements are being made to the infrastructure on the east coast line as part of Network Rail’s control period 4 programme, which is funded by the Government. These include major work on the joint line via Spalding and Lincoln to provide a diversionary route for freight and free up space for more passenger services. The long-awaited Hitchin flyover is also going ahead, as are major power supply upgrades to improve services for all passengers on the line, including those on cross-border services.

Those improvements will make a real difference to rail passengers travelling between Scotland and England. Although they are important, as the hon. Member for Edinburgh North and Leith outlined, they will not be enough on their own to deal with the long-term demand for inter-city transport capacity that our economy is expected to generate in the next 20 years. We expect rapidly rising demand for inter-city travel to outpace any measures we can realistically or practically take to boost capacity, given the constraints on existing lines.

That is why the Government have, this year, run a five-month public consultation—one of the biggest ever carried out—on proposals for a new high-speed rail network. The proposals would provide a step change in capacity and help bring our major conurbations much closer together. Our proposal for a Y-shaped national high-speed rail network would link London, Birmingham, Manchester and Leeds, with connections to the west and east coast main lines from the proposed new line. Those connections are crucial to today’s debate because they would allow the through-running of high-speed rail services on to the west and east coast so that passengers could reach Edinburgh and Glasgow without having to change trains.

The Y-shaped network, plus the ability for trains to run off it and on to the existing network, would, as we have heard, cut journey times between Scotland’s two biggest cities and London to about three and a half hours. That is an hour less than many of today’s services. Such journey time reductions could give significant connectivity and economic benefits to Scotland. I know that those things are important to many in Scotland, including, I am sure, the constituents of the hon. Member for Edinburgh North and Leith.

There are also benefits in relation to air-to-rail switch, which is worth mentioning in this context. Experience shows that when rail journeys come down to three or four hours, they become more competitive with air services. The coalition Government’s proposal for a direct link to Heathrow as part of phase 2 of the Y network would provide important connectivity benefits to Edinburgh and Glasgow, with a seamless and effective connection to our major hub airport.

[John Woodcock]

The right hon. Lady has mentioned the benefits of the Heathrow spur in the context of going all the way to Scotland. Has she not seen, for a long time, the value of going via Heathrow in the first phase, rather than building an extra spur afterwards at greater overall cost to the taxpayer?

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[Mrs Villiers]

I think that there is consensus between the parties that it is essential to have a connection to Heathrow. The Government’s proposal to include a spur as part of phase 2 would provide a top-class link to Heathrow, which would be great for passengers in both Scotland and England. As to the route that the Opposition have been considering, although they chose not to submit it to the consultation, I believe that others have submitted routes that are more or less identical, and I assure the hon. Gentleman now, as I have before, that all the route options presented for consultation will be rigorously assessed before the Secretary of State makes her decision on High Speed 2, and, if she goes ahead, before she makes her decision on the route.

There is a detailed process—and it is right that it is very formal—to ensure that every person who contributed to the consultation will be listened to, and that their representations will be dealt with fairly. The shadow Minister invites me to pre-empt the Secretary of State’s decision on that. He knows that that would not be a terribly wise career move. I assure him that she will announce her decision soon, but he will just have to wait for her to make the announcement. It would be unwise of me to pre-empt it with one of my own.

[John Woodcock]

It would be good if the Minister could say a little more about whether the proposal for a single Bill is under active consideration. There is cross-party consensus on that, so would not it make more sense, in relation to both the business case and the stability of the project, to lock in a single Bill now, and take things forward together?

Given that we have time, perhaps I may make a second point. In opposition, the right hon. Lady was in favour of going to Heathrow as part of the first phase. That must count for something, must it not?

[Mrs Villiers]

I always have been, and continue to be, strongly supportive of a connection between HS2 and Heathrow. I am also strongly supportive of a thorough, evidence-based consideration of all the options on routes, which is exactly what the Secretary of State is undertaking. I imagine that, as we debate, she is probably poring over the detailed submissions summarising the consultation, which provide her with all the information that she needs to take a decision on whether to go ahead with the project as a whole, and, if so, on the best route. I am confident that she will take the right decision. As I have said, the shadow Minister will have to wait just a little longer to hear that. He well knows that the coalition’s plans and proposals include a direct link to Heathrow in phase 2.

On the hybrid Bill, again, as we have had many opportunities to debate, the Government have concluded that the best way to take HS2 forward as efficiently and rapidly as possible is by two separate hybrid Bills—one for the first phase in the west midlands and one for the second phase to Manchester and Leeds. There are pros and cons about the procedures either way, but changing course now and suddenly deciding on a hybrid Bill to accommodate both phases might slow down the project. I think it would be risky. What is important is that once the Secretary of State has made a decision we should take whatever steps are needed to press ahead promptly with implementing it. I hope that the cross-party consensus that the shadow Minister has mentioned repeatedly will prove useful in proceeding with high-speed rail if that is the outcome of the Secretary of State’s deliberations.

Of course, the goal set out in the coalition agreement is to deliver a genuinely national high-speed rail network. It is therefore a timely moment to consider the impact on Scotland. Although the Y network that we propose would bring important benefits to Scottish passengers and the Scottish economy, because of the journey time savings that we have talked about and the relief of capacity pressure that the shadow Minister referred to, we still recognise the strong support for extending the proposed new high-speed line north to Scotland in the future.

The Government share the aspiration of the hon. Member for Edinburgh North and Leith for high-speed rail one day to extend north of the border all the way to Edinburgh and Glasgow. He will appreciate that, constitutionally, the Scottish Government have responsibility for the rail infrastructure north of the border, including funding it. However, if we go ahead with HS2, phases 1 and 2, we will certainly expect to work with the Scottish Government on identifying and considering options for expanding the proposed high-speed network in the future. I assure him that there is no need to wait for completion of either phase before serious work is started in relation to potential further expansion of the network.

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[Mrs Villiers]

Mr Hollobone has given us great latitude to wander far and wide in the debate, but I am afraid that I do not have a very detailed knowledge of the history of the construction of the M6. I assure the hon. Gentleman that it is always wise to learn lessons from what has gone wrong with previous transport projects. I reiterate the importance that we place on playing our part to supply a high-quality transport network for the country as a whole. As I have said, infrastructure matters north of the border are rightly devolved to Transport Scotland, but we recognise the importance of our decisions on high-speed rail taking into account fully the interests of the economy and passengers in Scotland. That is why we are happy to engage with Scottish hon. Members and the Scottish Government. We need to view, with careful scrutiny and perhaps some scepticism or reservation, the promises that Scottish Ministers are now making about high-speed rail. It is difficult to judge whether their promises on funding are watertight, but we certainly welcome the enthusiasm with which they support the principle of high-speed rail.

Before moving on to through services on the current network, I will respond to the shadow spokesman’s criticism that the Government were somehow insufficiently supportive on high-speed rail. I remind the hon. Member for Barrow and Furness that we were the first to champion the benefits of high-speed rail. Indeed, we were doing so when Labour’s 30-year strategy for the railways, published in 2007, had no place at all for high-speed rail.

One of the other key issues raised by the hon. Member for Edinburgh North and Leith was the controversial consultation document issued by Transport Scotland on the service pattern for the new ScotRail franchise to be let from 2014 onwards. As we have heard, that has posed a question on whether services north of Edinburgh should be a matter for the Scottish franchisee. As we have heard, that would mean cross-border services terminating at Edinburgh Waverley, with onward connections to Aberdeen and Inverness provided by ScotRail. That proposition has been dubbed the “Edinburgh Hub” by Transport Scotland.

As we have heard, the Scottish Government make three assertions on the effect of that change. First, they assert that it would return greater revenue to the Scottish franchisee and reduce taxpayer subsidy—that might be a controversial claim. Secondly, they claim that moving to just one operator would improve resilience—that ought to be carefully tested. Thirdly, they claim that the change would give the ScotRail franchisee more freedom and flexibility in timetabling and running services. Fourthly, they claim that there are advantages in vesting control over services north of Edinburgh in a Scottish franchisee with no reliance on services specified by the Department for Transport.

One of my concerns is whether that is an ideologically-driven proposal motivated by a wish to control as many rail services in Scotland as possible. I would be very concerned if that was a motivating factor behind Transport Scotland’s fairly startling proposals. It is very important for the decision to be made on a clear and calm assessment of the potential effects of such a change.

The proposals generated considerable opposition and debate in Scotland. We have had discussions with the Scottish Government and Transport Scotland about the implications of such a change. As hon. Members might recollect, this issue has cropped up before. In considering whether to proceed with the intercity express programme, the Westminster Government looked at whether east coast services should terminate at Edinburgh, so that they could all be provided by electric trains. We decided against a rolling stock option that would have required passengers to change trains at Edinburgh, because we were concerned about the implications of such a change. That is the conclusion that we reached, so, as the hon. Gentleman invited me to say, I certainly would have reservations about the Scottish Government’s proposal.

If, following the consultation, the Scottish Government decide that they would like this change to take place on the east coast line, we would of course consider their proposal in accordance with our mutual respect agenda. However, hon. Members have been clear in outlining the disadvantages of such an approach, which, as I have said, would have to be very carefully considered. It is disappointing that no one is here to defend the nationalists’ position or explain why they have chosen to consult on such a controversial proposal.

[John Woodcock]

I appreciate what the Minister is saying, but if she feels so strongly, would it not make more sense, for good governance, to be clear now that the proposal is not a goer? We would not need to go through the consultation, wait for a response and see whether something comes through. If she made it clear that this is not something that she would accept, it would allow people to go forward with greater clarity.

[Mrs Villiers]

I think that that would be unwise, because the Government take devolution very seriously. We are talking about rail services provided in Scotland. It is certainly not at all unreasonable for the Scottish Government to wish to have an input in how those services are run. At this stage, it would be inappropriate for the coalition to start dictating the outcome of a consultation on the ScotRail franchise. I will therefore confine my remarks to saying that we would have reservations about a route down which we did not chose to go in relation to the IEP, but we will listen to the Scottish Government if they choose to pursue that further.

High-Speed Rail

Debate between Theresa Villiers and Lord Walney

Wednesday 2nd November 2011 Westminster Hall

[John Woodcock]

If the hon. Gentleman says so, that is fine. How he will get on with his colleagues after today I do not know, but whenever he puts forward sensible proposals, we will work constructively with him to further shared objectives, if he is willing to do so.

The hon. Gentleman made some important points about the northern hub, but Opposition Members believe that it is important to guard against letting the Government off and facilitating them by easing up on lobbying about delivering the project in parts and effectively leaving sections of the northern hub on the shelf.

[The Minister of State, Department for Transport (Mrs Theresa Villiers)]

Will the hon. Gentleman give way?

[John Woodcock]

Of course. I welcome the Minister’s contribution.

[Mrs Villiers]

The Labour Government had 13 years to deliver the northern hub but they did not do any of it. We have already committed to delivering a major plank of it—the Ordsall curve.

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[John Woodcock]

My hon. Friend is absolutely right. She knows that we took forward high-speed rail and the High Speed 2 project. We want the project completed by a future Labour Government.

[Mrs Villiers]

Does the hon. Gentleman recall that only a few years ago, in 2007, the then Labour Secretary of State for Transport, Ruth Kelly, produced a White Paper that ruled out high-speed rail for 30 years? It was the Conservatives who led the debate on high-speed rail.

[John Woodcock]

Let us see what the Minister says today about taking forward what are Labour’s proposals. I want to come on to why it is critical that she strengthen her commitment to the north of England.

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[Mrs Villiers]

I agree thoroughly. I will come to that in a moment.

The hon. Member for Blackley and Broughton (Graham Stringer) has been influential not just today but in the general debate on the issue. On the route up to Scotland, the Government are always open to working with the Scottish Government on such proposals. Why did we decide to start in the south rather than the north? As he will be aware, the rationale is that crowding is more serious on the southern leg of the west coast line, but we are anxious to press ahead as quickly as possible. I understand the frustration expressed by my hon. Friend the Member for Warrington South about the pace of delivery, but I emphasise, agreeing with the points made by the hon. Member for Blackley and Broughton, that in order to make progress on the project as quickly as possible, we need to retain cross-party consensus.

I welcome the assurances given by the Opposition in the Back-Bench debate on the Floor of the House, but Labour’s decision to propose a new route after the consultation closed was odd. It strikes me as last-minute, and looks suspiciously like game playing. However, I assure hon. Members that all route proposals submitted by the 50,000 people who took part in the consultation will be considered thoroughly.

[John Woodcock]

The Minister is being clear—well, specific—about the point “submitted to the consultation”. Is she saying that our suggestion is being considered or not?

[Mrs Villiers]

I am saying that all 50,000 responses from the people who took the time to submit them before the consultation deadline will be thoroughly considered.

We see phases 1 and 2 of the high-speed rail project to Manchester and Leeds as the starting point for delivering a genuinely national network, but we should not underestimate the benefits that Scotland will gain from the proposed Y network even before high-speed rail goes north of the border. Trains running off the high-speed line to Scotland will cut journey times to about three and a half hours, producing major economic and connectivity benefits for Scotland, tipping the balance in favour of rail rather than air and providing significant environmental benefits as people switch from planes to trains.

We are not pursuing HS2 just because of the positive economic benefits. The case for high-speed rail rests on the pressing need to prevent big problems that would otherwise be heading down the track towards us. The demand for inter-city transport capacity is growing strongly. If we sit back and fail to deal with the capacity time bomb set to explode within the next 10 to 20 years, we will do lasting damage to our economy. As the hon. Member for Manchester, Withington (Mr Leech) pithily put it, in the end, it comes down to capacity. If we do nothing, our key transport arteries will clog up, choking growth and destroying jobs in the north and elsewhere. It is neither viable nor responsible to sit back, do nothing and hope for the best, as other Governments have done in the face of similar problems. HS2 is not about shaving time off the journey between London and Birmingham; it is about delivering the transport capacity between our cities that is essential if our economy is to thrive in future.

However many times they are tweaked and repackaged, none of the alternatives proposed comes near to matching the benefits that HS2 can offer. None can release the capacity that is crucial, as my hon. Friend the Member for Milton Keynes South (Iain Stewart) pointed out, to the Government’s high-speed rail strategy. On the contrary, the options favoured by opponents of HS2 would apply major new pressures to timetables on our existing railways, fundamentally damaging reliability, as the hon. Members for Wirral South (Alison McGovern) and for Manchester, Withington pointed out. They would also involve immense disruption to the line during construction, as my hon. Friend the Member for Lancaster and Fleetwood (Eric Ollerenshaw) discussed.

Turning to the points made by my hon. Friend the Member for Blackpool North and Cleveleys, the Northern Way did effective work. Like him, I want local enterprise partnerships and local authorities to have more of a say in transport decisions. I agree that it can be beneficial for local authorities to come together to make joint decisions about travel to work areas, but we do not want such solutions to be imposed from above. They must be bottom-up and proposed by the areas concerned. Like him and the hon. Member for Blackley and Broughton, I have great admiration for the work done in Manchester to deliver an integrated authority that considers transport issues across the board for a major travel to work area.

I assure the House that investing in HS2 does not mean that we will stop investing in and improving our current transport networks. We recognise fully the importance of continuing to enhance our existing network, particularly by improving links between northern cities, not least because that is essential if we are to spread the benefits of HS2. Despite the deficit, we are undertaking the biggest programme of rail improvements since the Victorian era, many of which will benefit the north. Electrification will benefit Manchester, Liverpool, Wigan and Blackpool. The Ordsall chord project, which has received the go-ahead 30 years after it was first proposed, will benefit Liverpool, Manchester, Leeds, Newcastle and Hull. That is only phase 1 of the northern hub project. Our commitment to it demonstrates how seriously we view its importance and that we recognise the benefits that it can bring. We will assess it and consider carefully, when deciding what improvements can be delivered in the next rail control period, whether we can deliver the whole programme.

The intercity express programme will create new jobs in the north and a brand-new fleet of trains. New Pendolino carriages will be delivered on the west coast in the next few months. Manchester’s Metrolink extension is going ahead, and just a few days ago, Burnley and Accrington residents welcomed the fact that funding had finally been secured for the Todmorden curve. We are committed to continuing strong investment in the north of England to help its economy grow, complementing the benefits that will be brought by high-speed rail.

In conclusion, the HS2 consultation received more than 50,000 responses, every one of which will be used to inform the Government’s forthcoming decisions on high-speed rail. I welcome the valuable contributions made in this debate.