High Speed Rail
Debate between Theresa Villiers and Peter Soulsby(13 years, 10 months ago)
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Mrs Villiers
As I said, the intention is for enabling work to start in 2015. Given that there will be a detailed and expansive consultation process before decisions are made on a route, it would not be appropriate or realistic for me to say exactly what type of work we would intend to start by 2015 and in what locations.
Sir Peter Soulsby
The Minister has talked about a route going beyond Birmingham, and about Scotland. Do the Government remain committed to the Y-shaped link that was part of the previous Government’s proposals?
Mrs Villiers
The previous Government talked about a line north of Birmingham, but had no clear commitment. It was the Conservatives who championed a national network that would bring the benefits of high speed rail to a wider range of areas than was envisaged in the core part of the previous Government’s proposals.
The hon. Gentleman also mentioned fares, and it is important that the high speed rail line should be affordable for ordinary families. The analysis done by the Conservative party in opposition and by HS2 Ltd under the previous Government makes it clear that the line will be affordable and deliverable with a contribution from future fares revenue, even with fares that are reasonable and broadly in line with existing levels on existing services. We can deliver the line without necessarily assuming that the fares will be unreasonable and out of the reach of ordinary families.
Sir Peter Soulsby
I thank the Minister for her response on fares, but she did not respond to my question about the Y-shaped link. I am interested in the link not north but east of Birmingham, serving the east midlands, south Yorkshire and, of course, the north-east.
Mrs Villiers
As I have made clear, our ambition is a national network, and we believe that it is vital to make progress promptly and to ensure that we achieve the benefits of high speed rail as widely as possible. We have also made it clear that merely going to Birmingham is not enough. We need to ensure that other parts of the country share in the benefits of high speed rail. We shall publish details of the timetable in due course.
Mrs Villiers
I have made it clear that the ambition is to create a national network, and it is of course vital that the north of England, Manchester and Yorkshire should be included in that network. In due course, decisions will be taken about the exact route to be selected. However, as I have emphasised, there is a long process to be undertaken before final decisions are made on the route for new high speed rail lines.
The case for high speed rail is undeniable. It has the potential to make a huge contribution to the long-term prosperity of the country and the efficiency of its transport system, and it can play a crucial role in achieving the goal of a lower-carbon economy. In the next 20 to 30 years, key inter-urban routes are likely to become increasingly congested, with negative consequences for our economy and quality of life. High speed rail could provide a massive uplift in capacity, as well as dramatically reduced journey times.
We have been discussing the areas to be served directly by high speed rail, but we must not lose sight of the fact that a high speed network also relieves pressure and overcrowding on existing railways. It allows more space for commuting and freight services, so it produces significant benefits for passengers and the economy even in areas that are not directly served by a line or station. It will create huge benefits in growth, regeneration and jobs, which will be felt far more widely than in the destinations directly served by new lines and services. I believe that it will provide valuable help in addressing long-standing prosperity differences between the south-east and the rest of the country, and thus create a more stable and balanced economy.
To return to some of the issues raised by the hon. Member for Leicester South, of course it is vital, in parallel with taking high speed rail forward, to continue a programme of work on upgrading and improving the existing rail network.
Sir Peter Soulsby
On that point, I would be very grateful if the Minister gave way again.
Mrs Villiers
I would rather make a little progress. I have been very generous in giving way, so I will proceed with my remarks for a moment.
We all acknowledge that there is a downside to the proposals—the impact on the environment of the localities through which new lines could go. As my hon. Friend the Member for Banbury explained, hon. Members have understandable concerns about the potential impact of high speed rail on their constituents. The Government of course recognise the gravity of those concerns. There will be a detailed and inclusive process before final decisions are made about our approach to high speed rail overall, and the route it should follow. I am happy to engage with colleagues and hon. Members during the process. It goes without saying that reducing and mitigating the local environmental impact of high speed rail will always be a high priority for the Government in advancing the project. It will inform our decisions on the selection of the route.
I am happy to take on board my hon. Friend’s ideas on benefiting the communities that may be subject to the environmental impact of high speed rail lines. Ideas are already under discussion about the possibility of burying power lines, and the new Government’s commitment to high speed rail has already brought about a benefit, because it has enabled us to say with confidence that we strongly oppose a third runway at Heathrow. The fact that it will not go ahead provides significant benefits for some communities that may be affected by high speed rail, because there will not be the massive uplift in aircraft noise to which many of them might have been subjected had the election gone a different way and if a Labour Government had been elected and proceeded with their plans. As to existing transport corridors, in assessing the route, the potential benefits of their use will be fully considered. However, that approach is not a panacea. It cannot provide the answer in all cases, but it is worth considering.
We made it plain before the election that we reserved our position on the route that HS2 has recommended. The process of formal consultation on the hybrid Bill will provide extensive opportunities for people to make their voice heard and have their point of view properly and fairly considered before a route is finalised. We also recognise that concerns in that respect are not confined to fears about the future. In some places, the impact is being felt today in the instability of local property markets.
A key goal for the new Government is to press ahead expeditiously, taking on board the continuing consultation, with the finalising of arrangements for an exceptional hardship scheme, so that we can swiftly and equitably give assistance to those who most need it. The consultation is due to end in a week, and we shall look with great care at the respondents’ suggestions in deciding how to proceed.
As part of the work that we are doing to reconsider and review the HS2 proposals on the route, we need to find the right option for connecting Heathrow to the new network. As we made clear in opposition, we believe that it is vital to integrate the country’s only major long-haul hub airport to the high-speed rail network that we propose to build. Lord Mawhinney was asked by the previous Government to assess the alternatives. His review was established against the background of Labour’s policy of supporting a third runway at Heathrow.
In answer to the question asked by the hon. Member for Glasgow North East, one of the first acts of the new Secretary of State was to agree with Lord Mawhinney an amendment to his remit, to reflect the approach of the coalition. The new Government strongly oppose a new runway at Heathrow, as the Prime Minister confirmed and reiterated in one of his first actions on taking office. Heathrow needs to be better, not bigger. A key part of our programme for improving it is to integrate the airport into the proposed new high speed rail network. That would improve public transport links to the airport, and help to relieve the problems with air quality and congestion in the area by encouraging people to switch from road to rail when travelling to Heathrow.
In response to questions on the subject, we are obviously carefully considering whether high speed rail could be integrated with Crossrail. As a number of colleagues said, integrating Heathrow should also facilitate a major shift from air to rail. Experience in Europe shows that high speed rail provides an attractive alternative to short-haul flights. For example, Air France has completely stopped flights between Paris and Brussels, choosing instead to charter carriages on the TGV rail link.
Maximising the scope for switching from air to rail is an important goal in environmental terms, as high speed trains emit significantly less carbon than aviation. Indeed, the gap between the train and the plane is likely to widen as we proceed with the vital task of cleaning up our electricity generation sources. A further benefit of the air-to-rail switch would be to free up space at Heathrow by providing an alternative to the thousands of short-haul flights going in and out of the airport. That is how we plan to relieve capacity pressure.
We believe also that it is essential to have a direct link between the new domestic line and existing international services on HS1, and we have asked HS2 Ltd urgently to assess the best way to deliver that. It would be a mistake to consider rail only in relation to domestic aviation when it is clearly a viable alternative for travelling to a number of important near European destinations such as Brussels, Paris, Amsterdam and Rotterdam.
In conclusion—
Mrs Villiers
I am sorry, but I am going to conclude. There is a huge task ahead of us as we contemplate delivering an infrastructure project as big as any since the 19th century, when the Victorians revolutionised our economy and our society with the nation’s first railway network. It is worth remembering that Britain’s first, and so far only, 68 miles of high-speed track owed much to the unlikely combination of John Prescott and Michael Heseltine. As we press forward with realising this great ambition, I hope that we can continue to count on cross-party support.
Mr Clive Betts (in the Chair)
Order. The Minister is indicating that she will not give way.